
Class _1 __ 2 

Book 



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COfWIGKT DEPOSIT. 



Practical Instructor and Reference 

Book for 
Locomotive Firemen and Engineers 



A PRACTICAL TREATISE 

Covering in a thorough manner the railroad man's duties and how 
to properly perform them. It also contains up-to-date information 
on the Construction and Operation of Locomotives; Breakdowns, 
and Their Remedies; Air Brakes and Valve Gears, Rules and 
Signals. As a work of reference it cannot be excelled, as the 
information given cannot be found in any other similar treatise. 

BY 

CHARLES F. LOCKHART 

Practical and Technical Locomotive Engineer 




OVER EIGHT HUNDRED EXAMINATION QUESTIONS WITH 
THEIR ANSWERS ARE INCLUDED. THESE COVER THE 
EXAMINATIONS REQUIRED BY THE DIFFERENT RAILROADS 

AND 

THE INTERSTATE COMMERCE REQUIREMENTS 





NEW YORK; 


THE NORMAN W. HENLEY PUBLISHING CO. 


132 


NASSAU STREET 




1916 






\lo 



Copyrighted, 1916 and 1911. 

BY 

The Norman W. Henley Publishing Co. 



#/: 



rfl 



7*1 



NOV H 1916 t\jT 



Ti 



COMPOS1TJON, ELECTROTYPING AND PRESSWORK 
BY THE PUBLISHERS PRINTING CO., NEW YORK 



>CI.A445602 



INTRODUCTION 

Realizing that the Locomotive Engineer who is all 
practical without any technical knowledge of the con- 
struction and operation of the Locomotive is giving way 
to those who are more progressive, and who are ambitious 
enough to want to know the why and wherefore, the cause 
as well as the effect of the action of the different parts of 
the Locomotive; 

Therefore in writing this Book the Author has endeav- 
ored to combine technical knowledge with practical ex- 
perience in such a way that anyone may thoroughly 
understand the explanations given, describing the different 
parts in a manner which will be appreciated by the Fireman 
student or Engineer who desires a practical book of 
reference. 

In writing this Book the Author has made use of the 
knowledge gained by practical experience as well as 
technical research, combining the practical knowledge 
gained by years of experience in the Locomotive Shops 
and on the Road as a Fireman and Engineer with the 
technical knowledge gained by a careful study of construc- 
tion and operation. 

Hoping that this book may prove to be the key which 
will unlock the door to a successful future for many an 

5 



6 INTRODUCTION 

aspiring and ambitious Fireman and Engineer, I am yours 
in the interest of my fellow men and the elevation of the 
standard of our calling. 

THE AUTHOR. 



I take this opportunity of extending appreciation and 
thanks to my many friends who have helped to make my 
first book, Instructions for Locomotive Firemen, a 
success. 

Hoping that this Book (Instructions for Locomotive 
Firemen and Engineers) will receive as kindly a recep- 
tion as my first effort, 

June, 191 1 CHARLES F. LOCKHART. 



PREFACE 

Instructions for Locomotive Firemen and Engi- 
neers is written for the purpose of giving the fireman that 
practical working information which is necessary to his 
success and to help him to advance himself to the highest 
point of efficiency as a fireman and then assist him to gain 
a practical working knowledge of the Locomotive that will 
enable him not only to pass a successful examination but 
to become a successful engineer as well. 

For the convenience of the student in the study of this 
book, it has been divided into six parts, each part being 
complete in itself. 

PART ONE 

Part one treats of the fireman's duties and how to per- 
form them, including a thorough and practical treatise on 
the subject of combustion. 

PART TWO 

Part two treats of the construction of the Boiler and the 
Engines. The different designs of Valve Gears, including 
the Walschaert, with a full description in detail of their 
action and operation. 

7 



PREFACE 



PART THREE 



Part three treats of Locomotive Break-downs and their 
remedies, including Injectors and Lubricators. A great 
deal of time has been spent on this part in order to make 
it thoroughly practical and up to date. 

PART FOUR 

Part four treats of the Westinghouse System of Air 
Brakes, giving a plain and thoroughly practical description 
of all its parts, including the E T Equipment, with the 
most frequent causes of failure and their remedies. 

PART FIVE 

Part Five treats of Locomotive running and economical 
operation, the Engineer and his duties, Personal Injuries 
and Deportment, with several other subjects pertaining 
to the Locomotive and of much interest to the Fireman 
and Engineer. 

PART SIX 

Part six consists of questions for examination, a com- 
plete review of each subject. 

June, 191 1. THE AUTHOR. 



CONTENTS 

PART ONE 

The Fireman's Duties — How to Fill the Lubricator and Other 
Duties — Color Signals — Hand, Flag, and Lamp Signals — En- 
gine Steam Whistle Signals — Air Whistle Signals Used in Pass- 
enger Service — Combustion — The Atmosphere — Definitions — 
The Process of Combustion in Detail — Methods of Firing — The 
Bank Fire — The Graduated Fire — The Level Fire — Addenda 
to Part One 1 7-34 

PART TWO 

General Description of the Locomotive, Its Construction and Opera- 
tion — The Boiler — Names of the Different Parts of the Boiler — 
The Engines — Reciprocating and Circular Motion — The 
Pistons — Cross-Heads and Guides — Main Rods — Parallel Rods 
; — The Driving Wheels — The Crank-Pins — The Driving Axles 
— Locomotive Frames — Driving Boxes — The Spring Saddle — 
The Driving Springs — Spring Hangers — Equalizers — Engine 
Trucks— The Valves— The Slide Valve— The Allen Valve— 
The Piston Valve — Lap — Lead — Valve Gears — The Stephenson 
Valve Gear— The Link Block— The Saddle Pin— The Slide 
Valve Operated by The Stephenson Valve Gear — The Allen 
Valve Gear — The Walschaert Valve Gear — Direct and Indirect 
Motion of The Walschaert Valve Gear — Relative Positions of 
The Valve, Main Pin, and Eccentric of The Walschaert Valve 
Gear With Inside Admission Valve — Valve Setting — Injectors — 
To Operate the Injector — Injector Defects — To L^se the Injector 
as a Heater — Injectors Leaking Steam at Overflow — To Test 
for Leaks in the Supply Pipe — Names of Different Parts of the 
Lubricator — Lubricator Defects and Remedies — The McCord 
Force Feed Lubricator — Explanation of Operation — Operation 
9 



10 CONTENTS 

of the Transformer — The Transformer — The Steam Gauge- 
Gauge Cocks — The Whistle and Bell — The Water Supply — 
Water Foaming — The Cause of Foaming and its Remedies — 
Running with Bad Water — Priming — Steam — Superheated 
Steam — How Steam Passes through the Engine and Operates 
it — Names of Principal Parts of the Locomotive 35-122 

PART THREE 

Locomotive Breakdowns and their Remedies — Front Cylinder Head 
— Back Cylinder Head — Cross-Head — Main Rod — Side Rods — 
Main Pin — Front, Back, or Intermediate Pins — Main Axle — 
Front Axle — Intermediate Axle — Rear Axle — Broken Tire — To 
Remove Front Side Rod Connection — To Remove the Valve 
Stem Pin from the Rocker Arm — Broken Valve Yoke — Main 
Steam Valve, Steam Pipe, or Steam Chest — Broken Eccentric 
Strap or Rod, Broken Spring, Spring Hanger, or Equalizer — 
Broken Reverse Lever, Reach Rod, Link Hanger, or Tumbling 
Shaft — Breakdowns of The Walschaert Valve Gear — Broken 
Eccentric Rod — Broken Eccentric Crank or Link Extension — 
Broken Lift Shaft or Radius Rod Hanger — Broken Radius Rod 
— Broken Cross-Head Arm — Broken Combination Lever — 
Broken Cross-Head — Testing for Blows — To Test the Cylinder 
Packing — Pounds — How Located — Driving Box Adjustment — 
Driving Box Wedges — To Throttle Valve Cocked or Disconnect- 
ed — Sand and Its Use — The Mallet Articulating Compound 
Locomotive, General Construction — General Dimensions of the 
Double Consolidated Mallet Type Locomotive, Class E-3. 

123-155 
PART FOUR 

Air Brakes — The Westinghouse Air Brake System — The Westing- 
house Nine-and-a-Half-Inch Air Pump — Westinghouse Eight- 
and-a-Half-Inch Cross Compound Compressor — The Steam 
End — Air Pump Governors — The S F Air Pump Governor — 
Engineer's Brake Valves — The Combined Automatic . and 
Straight Air Brake — Automatic Brake Valves — The G-6 Type 
of Engineer's Brake Valve — Running Position G-6 Type — 
Service Application Position G-6 Type — Lap Positions — G-6 



CONTEXTS 11 

Type — Emergency Position G-6 Type — The E T Locomotive 
Brake Equipment — Piping of the E T Xo. 6 Equipment — The 
Dead Engine Feature — The Distributing Valve and Double 
Chamber Reservoir — Explanation of Diagrammatic Mews of 
the Distributing Valve — Distributing Valve, Automatic Opera- 
tion of Charging Position — Distributing Valve, Automatic 
Service — Distributing Valve, Service Lap, Distributing Valve, 
Automatic Release — Distributing Valve, Emergency — Distrib- 
uting Valve, Emergency Lap — Distributing Valve, Independ- 
ent Brake, Operation of — Distributing Valve, Independent 
Release — Distributing Valve, Quick Action Cylinder Cap — 
Emergency Position of Distributing Valve with Quick Action 
Cylinder Cap — The H-6 Engineer's Brake Valve — Rotary 
Valve, H-6 Automatic Brake Valve — Charging and Release 
Position, H-6 Type — Running Position, H-6 Type — Service 
Position, H-6 Type — Lap Position, H-6 Type — Holding Posi- 
tion, H-6 Type, Emergency Position, H-6 Type — -The S-6 
Independent Brake Valve — Running Position, S-6 Type — Slow 
Application Position, S-6 Type — Quick Application Position, 
S-6 Type — Lap Position, S-6 Type — Release Position, S-6 
Type — B-6 Feed Valve — Double-Heading — Triple Valves — 
Quick Action Triple Valve — Charging Position — Service Posi- 
tion — Lap Position — Release Position — Emergency Position — 
The K-2 Triple Valve — The .Air Signal System — The Air Whistle 
Signal Valve — Pressure Retaining Valves — Testing Train 
Brakes — Applying the Brakes — Facts to be Remembered in the 
Operation of the Automatic Brake System — Releasing the 
Brakes — Disorders of the Air Brake Equipment and their 
Remedies 156-274 

PART FIVE 

Extract from Standard Rules — General Definitions — Signal Defini- 
tions — Interlocking Signals — The Time Table — Train Protec- 
tion — The Locomotive Engineer — Economical Operation — 
Personal Injuries — Deportment 275-286 

PART SIX 
Questions for Examination 287 



ILLUSTRATIONS 

PAGE 

Air Compressor, 8J-Inch Cross Compound, Up Stroke . .165 
Air Compressor, 8J-Inch Cross Compound, Down Stroke . 166 
Air Pump, 9J-Inch, Showing Reversing Valve . . . .160 
Air Pump, 9 J-Inch, Showing Main Valve . . . . .162 

Air Pump, Governor, The S-F-4 .169 

Air Whistle Signal Valve . . . . . . . .262 

Allen Valve Gear . . . . .. . . . -7° 

Angularity of Main Rod ........ 45 

Automatic Reducing Valve -185 

Automatic Brake Valve G-6, Release Position . . . . 179 

Emergency Position . . . . . . . .184 

Running Position . . . . . . . .180 

Service Application Position . . . . . .182 

Automatic Brake Valve, H-6 225 

Removed from its Pipe Bracket .226 

Rotary Valve 228 

Rotary Valve Seat .229 

Sectional View, No. 1 . . 227 

Sectional View, No. 2 230 

Boiler Check Valve . . . . . . . -93 

Choke Valve 101 

Choke Valve, Sectional View . . . . . . . 101 

Combined x\ir Strainer and Check Valve ..... 193 

Detroit Lubricator, Front View 94 

Front Sectional View . . . . . . . -97 

Side Sectional View 98 

Sight Feed Glass and Fittings for Detroit Lubricator . . 96 
Distributing Valve and Double Chamber Reservoir . . . 195 

Instruction Diagram 189 

Piping Diagram 188 

13 



14 ILLUSTRATIONS 

Distributing Valve and Double Chamber Reservoir page 

Diagrammatic View of . . . . . . . . 199 

Pipe Connections . . . . . . . . .196 

Distributing Valve . 200 

Automatic Service ........ 205 

Emergency . . . . . . . . . .211 

Emergency Lap . . . . . . . . .214 

Emergency Position with Quick Action Cap . . -223 
Graduating Valve, Equalizing Valve and Seat . . .201 
Independent Application . . . . . . .216 

Independent Lap . . . . . . . . .217 

Independent Release after an Automatic Application . .219 
Quick Action Cylinder Cap for No. 6 Distributing Valve . 220 
Release, Automatic or Independent ..... 203 

Service Lap ■ . . . . „ . . . . 207 

Feed Valve, B-6 .......... 245 

Closed ........... 247 

Open 249 

Removed From Pipe Bracket 246 

Independent Brake Valve S-6 Complete . . . . 237 

Removed from Pipe Bracket . . . . . -238 

Reference Diagram . . . . . • . . . 241 

Rotary Valve . . . . . . . . 240 

Sectional View . . . . . . . 239 

K-2 Passenger Locomotive ...... Frontispiece 

Klinger Water Glass . . . . . . . . . 113 

Large Duplex Air Gauge No. 1 . . . . . ■ . ■ . 192 

Mallet Locomotive, Double Consolidated ..... 146 

Boiler Extension and Feed Water Heater • . . . .148 

McCord Force Feed Lubricator . . . . . . .102 

How Oil is Applied to the Driving Boxes . . . .109 

Lubricator Attachment . . . . . . .104 

Section Through One Pump 105 

Section Through Transformer . . . . . .107 

Transformer . . . . . . . . . 106 

Transformer Ratchet . . „ 108 

Monitor Injector 87 

Monitor Injector, Sectional View 88 

Nathan Bull's Eye Lubricator 99 



ILLUSTRATIONS 15 

AGE 

Nathan Sight Feed Glass and Fittings for Nathan Lubricator . ioo 
Non-Lifting Injector, Sectional View ...... 90 

Piston Valve 59 

Piston Valve and Arrangement of Ports in Steam Chest . . 60 

Position of Brake Valve Handles 242 

Quick Action Triple Valve, Release Position . . . . 252 
Emergency Position . . . . . . . . 257 

Lap Position . 255 

Service Application Position . . . . . .254 

Reducing Valve C-6 . . . . . . . . 261 

Safety Valve E-6 224 

Sectional View of Steam Chest Slide Valve and Seat . . -55 

Sellers' Injector . . . . 82 

Sellers' Injector, Sectional View ....... 83 

Simplex Injector, Sectional View . 86 

Slide Valve Seat and Arrangement of Ports . . . 56 

Slide Valve Showing Lead . . . . . . . 57 

Small Duplex Air Gauge No. 2 ....... 192 

Stay Bolts 38 

Steam Gauge, Sectional View . • . • • • ■ .111 

Stephenson Valve Gear . -67 

Throttle Valve • ' . . 143 

Throttle Valve Case .142 

Walschaert Valve Gear » 71 



PRACTICAL INSTRUCTOR AND REFERENCE 
BOOK FOR 

LOCOMOTIVE FIREMEN AND 
ENGINEERS 



Part One 

THE FIREMAN'S DUTIES 

i. To become a locomotive fireman the student will 
be required to make a sufficient number of trips under 
instruction of the engineer and fireman to learn his duties. 

When the engineer is satisfied that the student can do 
the work of a fireman alone, the engineer will sign him 
up as being capable of performing the duties of a locomo- 
tive fireman. 

2. The fireman must report for duty at the required time. 

3. He must examine the bulletin board before starting 
on each trip. 

4. He must assist (when conditions require it) in plac- 
ing the required supplies on the engine, such as oil-cans, 
lanterns, torches, shovel, etc. 

5. He will then see that all the necessary equipment 
which is supposed to remain permanently on the engine 
are in their proper places, such as coal pick, fire-hook and 
scraper, grate shaker, tank bucket, etc. 

2 17 



18 THE FIREMAN'S DUTIES 

6. He will see that the signal equipment is in good con- 
dition and ready for use. 

7. The signal equipment consists of one. red flag, two 
white flags, and four green flags; one red lantern, one 
white lantern, two classification lamps and two marker 
lamps. (Some roads require this equipment to include 
torpedoes and a fusee.) 

8. The head-light, red and white lanterns and markers 
must be lighted at sundown and put out at sunrise, ex- 
cept when the view is obscured by fog or other causes, when 
lights may be used. 

9. The classification lamps will be lighted and set to 
show green or white only by instruction of the engineer. 

HOW TO FILL THE LUBRICATOR AND OTHER 
DUTIES 

10. The first move to be made -in filling the lubricator 
is to see that all steam valves in connection with it are 
closed, by turning them to the right. 

11. Now open the drain cock at the bottom of the 
lubricator and drain all of the water out of the bowl. It 
may be necessary to loose the filling plug at the top of 
bowl before all of the water will run out; then remove the 
filling plug and close the drain cock. 

The lubricator is now ready for filling; fill the bowl 
with valve oil and replace the filling plug; now open the 
steam valve and the condensing valve wide open. 

After the oil has become thoroughly heated in the lubri- 
cator the feed valves may be opened and adjusted to feed 
at the required rate. 



THE FIREMAN'S DUTIES 19 

12. After filling the lubricator the fireman will see that 
the cab is swept out, the boiler head wiped off, and the 
windows cleaned. 

13. The fireman will now see that the fire is in proper 
condition for beginning the trip. 

14. While on the road the fireman will endeavor to fire 
in such a manner as to maintain an average pressure of 
steam on the boiler. 

The average pressure should be just a little less than the 
pressure at which the safety valves are set to open. 

15. The fireman will take water and coal, and assist 
the engineer in making repairs when necessary. He will 
assist the engineer in keeping a look-out on the track for 
signals or obstructions, and call the indication of signals 
to the engineer. The fireman will take charge of the 
engine in the absence of the engineer. 

16. He must not run the engine in the absence of the 
engineer, unless in some emergency he is directed to do 
so by the conductor or some one in authority. 

17. The fireman must protect the front end of the train 
when necessary. 

18. At the end of the trip he will assist in removing the 
supplies which are assigned to the engineer from the 
engine, when required. 

19. The engineer turns in a time slip for the trip. The 
fireman's time is taken from this slip. 

20. After the time slip has been turned in at the end of 
the trip the fireman is then relieved until called to go on 
another trip. 

21. The fireman must be familiar with the rules that 



20 COLOR SIGNALS 

apply to the protection of trains, and the use of signals 
which he must be prepared to use promptly. 

22. The fireman reports to and receives his instructions 
from the Road Foreman of Engines or Master Mechanic. 

23. He must obey the orders of the Superintendent and 
Train Master. 

24. When at the engine-house he is under the directions 
of the Engine-house Foreman. 

25. When with the engine, the fireman must obey the 
orders of the Engineer respecting the proper use of fuel 
arid performance of his duties. 

The fireman must be familiar with the following signals: 

COLOR SIGNALS 

26. Red — Means stop. 
White — Proceed. 

Green — Proceed with Caution (and for other uses 
prescribed by the rules). 

Green and White— The Combined green and white is 
to be used to stop a train only at the flag station indicated 
on the schedule for that train. 

Blue — Is a signal used by car repairers and air-brake 
inspectors to protect themselves while working about cars 
or engine. 

While thus protected the cars or engine must not be 
moved until the signal has been removed by the same 
workmen who placed it there, and any obstruction must 
not be placed so as to obscure the view of such a signal. 

27. A Fusee on or near the track, burning red, must 



HAND, FLAG AND LAMP SIGNALS 21 

not be passed until burned out. When burning green 
it is a caution signal. 

HAND, FLAG AND LAMP SIGNALS 

28. Swung across the track, Stop. 
Raised and lowered vertically, Proceed. 

Swung vertically in a circle at half arm's length across 
the track, when the train is standing, Back. 

Swung vertically in a circle at arm's length across the 
track, when the train is running, Train has Parted. 

Swung horizontally above the head when train is stand- 
ing, Apply Air Brakes. Held at arm's length above 
the head when train is standing, Release Air Brakes. 

Held horizontally at arm's length when train is moving, 
reduce speed. 

Any Object Waved Violently on or near the track 
is a signal to stop. 

ENGINE STEAM WHISTLE SIGNALS 

29. One short blast of the whistle means Stop. Apply 
brakes. 

Two long blasts — Release Brakes. 

One long, three short— Flagman go back to protect the 
rear end of train. 

Four long — Flagman return from the west or south on 
passenger track.* 

Four long, one short — Flagman return from west or 
south on freight track.* 

* Where three or more tracks are used as running tracks. 



22 ENGINE STEAM WHISTLE SIGNALS 

Five long — Flagman return from east or north on 
passenger track.* 

Five long, one short — Flagman return from east or 
north on freight track.* 

Three long when train is running — Train parted. 

Three short when train is standing — Back the train. 

Three short when train is running — Answer to con- 
ductor's signal to stop at next station. 

Four short — Is a call for a signal. 

Two short — Is an answer to any signal not otherwise 
provided for. 

One long, two short — Used to call attention of other 
trains of the same or inferior class, that signals are being 
displayed for a following section. 

Two long, two short — Used when approaching public 
road crossings at grade. 

One long — Approaching stations, junctions, railroad 
crossings, etc. 

A succession of short blasts of the whistle is a danger 
signal. 

The explosion of two torpedoes, not more than two 
hundred feet apart, is a signal to reduce speed, and look 
out for a stop signal. One torpedo means the same as 
two, but the use of two is required. 

AIR WHISTLE SIGNALS USED IN PASSENGER 
SERVICE 

30. Two blasts when train is standing — Start. 
Two when train is running — Stop at once. 

* Where three or more tracks are used as running tracks, 



COMBUSTION 23 

Three when train is standing — Back. 
Three when train is running — Stop at Next Station. 
Four when train is standing — Apply or Release 
Air Brakes. 
Four when train is running — Reduce Speed. 
Five when train is standing — Call Flag. 
Five when train is running — Increase Speed. 

COMBUSTION 

31. A chemical analysis of the elements entering into 
combustion together with their change in form and effect 
during the process of combustion proves that a careful 
study of the subject will be of great value to the loco- 
motive fireman or engineer, not only in the economical 
use of fuel and abatement of smoke, but in general 
efficiency and the saving of labor as well. 

32. The process or action of fire in consuming a body, 
as the burning of wood or coal, is generally known as 
combustion. 

33. Combustion is accomplished by the union of an 
inflammable substance with oxygen. 

In the burning of a substance heat is disengaged or 
thrown off and oxygen is absorbed. 

Combustion therefore is the disengagement of heat, or 
heat and light, which accompanies certain forms of chemi- 
cal combination. 

34. Bituminous coal being the fuel most generally used 
by the different railroads, we will first consider its com- 
position, and then the relation of other elements to its 



24 THE ATMOSPHERE 

composition, and the effect they have in obtaining the 
most effective combustion. 

Bituminous coal is composed of from 50 to 80 parts fixed 
carbon. 

Table showing the average analysis of Ohio coal. 

Fixed carbon . 61 per cent. 

Volatile matter -33 ■■" " 

Ash 3 f " " 

Sulphur i " " 

Moisture ij " " 

Total ........... . ioo per cent. 

THE ATMOSPHERE 

35. The atmosphere is a mechanical mixture and its 
two main constituents exist very nearly as follows in 
volume: Oxygen, 20.61 per cent; nitrogen, 77.95 per 
cent. 

Table giving the average composition of air in detail. 

Oxygen , 20 . 61 per cent. 

Nitrogen,.... 77-95 " " 

Carbon dioxide o . 04 " " 

Water vapor 1 . 40 " " 

Nitric acid Trace. 

Ammonia " 

Total 100 per cent. 

36. Table showing the composition of water. 

Oxygen 88 . 8 parts by weight. 

Hydrogen 1 1 . 1 " " " . 

Carbon 1 " " Cl 

Total 100 parts by weight. 



DEFINITIONS 25 

In order that the meaning of all the terms used in ex- 
plaining the composition of the different elements necessary 
to combustion may be thoroughly understood, a list of 
definitions is given. 

DEFINITIONS 

37. Carbon — An elementary combustible substance, 
existing pure and crystallized in the diamond, and some- 
times in graphite, and forming the basis of animal and 
vegetable charcoal and coke. It is the chief constituent in 
coal. 

38. Carbon Dioxide — With water gas, is the product 
of complete combustion. 

39. Carbon Monoxide — With water, vapor is the 
product of incomplete combustion. 

40. Hydrogen — One of the elements of water, of which 
it contains one-ninth part. Hydrogen gas is the lightest 
body known; it is extremely inflammable. 

41. Oxygen — Is the vital part of the atmosphere, and 
is the supporter of combustion. 

42. Nitrogen is the principal ingredient of atmospheric 
air, and under ordinary conditions is non-combustible; its 
chief function is to dilute the oxygen. 

THE PROCESS OF COMBUSTION IN DETAIL 

43. The minimum quantity of air required for the 
combustion of one pound of bituminous coal is 143 cubic 
feet, but "under ordinary working conditions from 225 to 
250 cubic feet is required. 



26 PROCESS OF COMBUSTION 

44. When carbon burns in a free current of air with 
ample oxygen present to complete the combustion, 12 
parts by weight of carbon unite with 32 parts of oxygen 
to yield carbon dioxide. 

45. Hydrogen is expelled from the coal at a fairly low 
temperature in combination with some of the carbon. This 
combination of gas is inflammable at a fairly low tempera- 
ture, producing a flame which surrounds the fuel heating 
it and producing more gas. This leaves the remainder of 
the fuel in a porous condition and helps to make the 
combustion more complete. 

46. The more pure carbon the coal contains the less 
flame will be produced by its combustion. 

47. Soft coal consists to a large extent of volatile matter. 
All of the hydrogen or hydro-carbons of the volatile por- 
tions burn first; then if there is a sufficient amount of 
oxygen, the carbon combined with the hydro-carbons 
burns and finally the fixed carbon. This action does not 
take place separately but forms a combination. 

48. The elements entering into combustion with oxygen 
are hydrogen and carbon, the hydrogen burning to water 
vapor, and the carbon producing either carbon monoxide 
or carbon dioxide, according to the volume of oxygen 
present. 

49. Water vapor and carbon dioxide are the results of 
complete combustion. 

50. Water vapor and carbon monoxide are the results 
of incomplete combustion, the carbon monoxide being 
capable of further combustion with a fresh supply of air. 

51. Under ordinary conditions when building a fire in 



PROCESS OF COMBUSTION 27 

a furnace about one and one-half to two per cent of the 
carbons and hydro-carbons liberated escape from the 
stack unconsumed, but as the mass of fuel becomes 
thoroughly ignited and the furnace heated, the volume of 
smoke becomes much less. As the temperature of the 
furnace is now increased to a point where nearly all of 
the combustible gases are being consumed, the fire will 
burn clear and bright. 

52. When a fresh supply of coal is fired, the temperature 
of the fuel and the quantity supplied will exert some in- 
fluence on the temperature of the furnace. 

53. In order to ignite the new fuel it must be heated to 
a temperature of a little over i,8oo° Fahrenheit. 

54. If a large quantity of coal is fired at each firing, the 
temperature of the furnace will be reduced to such a de- 
gree that all of the combustible gases will not be consumed. 
The result will be a large volume of smoke, and a corre- 
sponding loss in the amount of effective heat generated per 
pound of coal consumed. 

55. In order to secure the greatest per cent of efficiency 
per pound of coal, it should be fired often in a quantity 
that will just supply the rate of consumption. 

56. The smoke which is expelled from the stack of a 
locomotive is composed of a very complex mixture and 
consists of unburnt carbon, tar vapor, and carbon mon- 
oxide gas, with small particles of ash and coked coal, 
which are drawn from the furnace by the force of the 
draft. 

57. The density of the smoke depends particularly on 
the volume of unconsumed carbon which it contains. 



28 PROCESS OF COMBUSTION 

The gas arising from this volume of cooling carbon is 
monoxide gas and is very poisonous, and if breathed in 
large volumes, amounting to five per cent of the atmos- 
phere, will cause death. 

58. A British thermal unit is the amount of heat re- 
quired to raise one pound of water i° Fahrenheit. 

59. One pound of coal will produce from 11,500 to 
14,000 British thermal units. 

60. And evaporate from five to eight pounds of water. 

61. The latter per cent of efficiency is seldom obtained 
because of the loss from several sources, such as improper 
firing, defective draft, faulty construction, and careless- 
ness in the care of the boiler. 

62. The rate of combustion varies according to the 
nature of the service, and will fluctuate between 20 
and 140 pounds per square foot of grate surface per 
hour. 

63. The average evaporation is about seven pounds of 
water per pound of coal. 

64. A gallon of water weighs eight and one-third pounds, 
and if one gallon of water is evaporated per pound of coal, 
it is considered exceptionally good. 

65. It has been shown that air is just as necessary as 
coal to produce combustion. 

66. When no heat is lost and perfect combustion is 
obtained as in a testing plant, only 143 cubic feet of air is 
necessary to burn one pound of coal, but in actual practice 
with the locomotive about 19 pounds or 250 cubic feet 
of air per pound of coal is necessary to insure complete 
combustion. 



PROCESS OF COMBUSTION 29 

67. The supply of air to the furnace should be regulated 
in proportion to the amount of fuel to be consumed. 

68. By admitting too much air to the furnace the excess 
draft will cool the gases below the igniting-point ; the 
excess air, becoming heated, passes out through the stack 
at a high degree of temperature, carrying a large quantity 
of unconsumed gases with it. 

69. Air must be admitted to the furnace in such a way 
and in such volume that the temperature necessary to burn 
the coal and gases can be maintained. 

70. Most of the air necessary to complete combustion 
can be admitted through the grates, passing up through 
the fire, burning the coked coal first, and forming carbon 
dioxide. As the air comes in contact with the fresh coal on 
the surface of the fire and joins with fresh carbon, carbon 
monoxide is produced. 

71. If sufficient oxygen is not present at this time, a 
part of the gases will pass out through the stack uncon- 
sumed, but if a fresh supply of air is admitted to the 
surface of the fire, the carbon monoxide will combine 
with the oxygen in the air thus supplied and form carbon 
dioxide, completing combustion. 

72. A small amount of air admitted to the fire-box 
above the surface of the fire, especially when the fire has 
become dirty, is very beneficial,, and for that reason the 
dampers in the fire door should be regulated accordingly. 

73. The front dampers of the ash-pan should be kept 
closed as long as sufficient air can be supplied through the 
back ones. 

74. The highest temperature that can be maintained in 



30 METHODS OF FIRING 

the fire -box under ordinary conditions by the combustion 
of bituminous coal is a little over 2,000° Fahrenheit, 2,200° 
Fahrenheit being the maximum heat obtainable under 
working conditions. 

75. The greater part of the heat produced by the com- 
bustion* of coal in the fire-box is absorbed by the water in 
the boiler and it is due to this fact that the furnace is kept 
from attaining a higher temperature. 

METHODS OF FIRING 

76. In firing locomotive boilers there are three different 
systems, each one of them having its successful advocates. 

They are known as the coking or bank fire, the graduat- 
ed or wedge-shaped fire, and the level fire. 

THE BANK FIRE 

77. The coking or bank fire is fired very heavy around 
the fire door, the fire being kept comparatively light toward 
the flues. 

As the coal becomes coked around the door it is shoved 
forward and a fresh supply of coal is fired around the door. 

This method is economical, but does not make steam as 
fast as the other methods; it also tends to cause leakage 
around the fire door and flues. 

THE GRADUATED FIRE 

78. The graduated or wedge-shaped fire is built up 
with a gradual slope from the fire door forward, being kept 
bright all over and fired at frequent intervals. 



THE LEVEL FIRE 31 

This fire has some advantage over the level fire because 
it forces a good draft through the fire near the flues, keep- 
ing it clear and bright and preventing sparks from gather- 
ing in the forward end of the fire-box as is often the case 
with a level fire. 

THE LEVEL FIRE 

79. A level fire is one which is kept level all over the 
grate surface. This method is the one technically con- 
sidered the best on account of the even draft which it 
allows to pass through every part of the fire with a corre- 
sponding efficiency in combustion; but this fire is not a 
general favorite among firemen, because with the wide 
fire-box and strong draft it is almost impossible to keep 
the fire level as it has a tendency to burn out in spots 
rather than to burn even all over the grate surfaces. 

It also has a tendency to accumulate sparks in the front 
end of the fire-box. 

80. With small fire-boxes the level fire is the only prac- 
tical one, but with the larger class of engines with large 
wide fire-boxes the graduated or wedge-shaped fire seems 
to give the best results and is the one most generally used. 

81. While working in city limits the fireman is required 
to make just as little smoke as possible. 

82. This may be accomplished by firing light and as 
often as the service demands, opening the fire door a few 
inches just after each new supply of coal has been fired 
and opening the blower valve a few turns — this will clear 
up the smoke. The fire door may then be closed until it 
is necessary to put in another fire. 



32 THE LEVEL FIRE 

83. The fire should never be hooked except when banked 
or when a crust has formed over it ; the hook may then be 
used to break the crust so that a draft may pass through 
it. Care should be exercised in hooking a fire as excess 
or careless hooking will cause the fire to clinker. 

84. The grates should be shaken very sparingly at 
the start or beginning of a trip, as there is only green coal 
and fire on the grates; there is liability of breakage by 
shaking the grates while they are hot. 

It also causes live coals to fall through into the ash- 
pan, which is very undesirable. 

85. After the ashes have begun to gather on the grate 
surface, the grates may then be shaken at frequent in- 
tervals or as often as necessary to remove the dead ashes 
and allow the proper draft to pass through the fire. 

86. The dampers should be kept closed or nearly so at 
the beginning of the trip to prevent tearing the fire; after 
the fire has been built up, the dampers may then be adjust- 
ed to allow the proper draft. 

87. The fire door should be closed between each shovel- 
ful of coal to keep the cold air from cooling the upper 
surface of the fire and chilling the flues, as this frequently 
causes flues to leak. 

88. The blower is used to cause a draft through the 
furnace to clear up the smoke and to brighten the fire, in 
order to raise the steam pressure on the boiler when the 
engine is not working. 

89. If the water in the boiler should get dangerously 
low, none showing at the lower gauge cock, protect the 
crown sheet at once by opening the fire door and turning 



THE LEVEL FIRE 33 

on the blower, then cover or kill the fire. The fire may 
be covered with fine damp coal, sand, slag, gravel, sod, 
or any other non-combustible which can be secured. 

ADDENDA TO PART ONE 

With the foregoing information any one can prepare 
himself not only to pass a successful examination, but 
to become a successful fireman as well. 

The different railroad companies are very careful in 
the selection of their, firemen, because they expect them 
to become engineers, in whom they must place a great 
confidence and upon whom must rest a great responsibility, 
as not only thousands of dollars of the company's property 
is placed daily in the hands of their firemen and engi- 
neers, but hundreds of lives depend upon each one doing 
his duty. 

The fireman's success or failure will depend almost 
wholly upon his own individual effort. 

The young man who thinks that all a fireman has to 
do is ring the bell and draw his salary had better disabuse 
his mind of that idea. 

The nature of the work requires a great deal of physical 
strength and endurance, as well as ability to act quickly 
and with good judgment in case of emergency. 

His duty to his employer demands that he give him the 
best that is in him and any shirking of his duty is robbing 
his employer of what is justly due him, and not only that, 
but he is robbing himself of the satisfaction of work well 
done. 

3 



34 ADDENDA TO PART ONE 

There is plenty of room and opportunity for the young 
man who is willing to put forth the effort necessary to 
advance himself. 

It is a rule of all "the railroad companies that a person 
to be advanced must show capacity for increased responsi- 
bility. 

The fellow who shirks his duty, finds fault with his 
employers and his work, and is not willing to give good 
service for a reasonable compensation, will soon find him- 
self crowded out to make room for those who are more 
willing and ambitious. 

Different railroad companies maintain discipline among 
their men in different ways, but the system in general use 
is as follows: 

This system of discipline first finds expression in the 
Standard Book of Rules, then in the Orders and Instruc- 
tions of the different officials. 

Failure to comply with these rules, orders, or instructions 
will subject him to discipline which will be administered 
by reprimand, suspension, or discharge, according to the 
seriousness of the offense. 

There are two things which are demanded of every 
employee — truthfulness and sobriety. 

Truthfulness to insure fair dealing and sobriety to 
insure the company that he is going to use all the good 
sense and judgment with which he has been endowed in 
the performance of his duties and not endanger the lives 
of his fellow men and the company's property by becoming 
intoxicated. 



Part Two 

GENERAL DESCRIPTION OF THE 

LOCOMOTIVE, 

ITS CONSTRUCTION AND OPERATION 

THE BOILER 

90. A locomotive boiler is a vessel formed of steel 
plates or sheets to contain the water and steam after it is 
generated, and is so constructed that it contains an internal 
fire-box. A barrel extends from the fire-box section 
forward to a smoke-box on the front end, on which is 
placed the smoke-stack. The fire-box and the smoke- 
box are connected by a number of flues which conduct 
the smoke, sparks, etc., from the fire-box to the smoke- 
box, from which the smoke is expelled by the draft through 
the stack. 

91. This style of boiler, having an internal fire-box and 
a barrel with flues extending through it to a smoke-box, 
is known as a tubular boiler. 

92. Locomotive boilers are made of steel plates, they 
are carefully tested for defects before being used, and are 
subjected to a test for tensile strength of from 55,000 to 
65,000 pounds per square inch with an elongation of 25 
per cent. 

A piece cut from a sheet for test purposes should stand 
bending double either hot or cold and not show any 
fracture. 

35 



36 THE BOILER 

93. Boiler plates are carefully tested for the following 
qualities : 

94. Tensile strength, to insure a strength which will 
overcome all ordinary strains to which it may be subject 
and also that the plates may be no thicker than the pressure 
to which it is subject requires. 

95. Toughness and elasticity to resist corrosion and 
the strain to which it is subject in manufacture. 

96. Ductility, so that the boiler may withstand twisting 
and bending strains to which locomotive boilers are always 
subject. 

97. Boiler plates are bent and forged into the proper 
shape and then securely riveted together. 

98. Circumferential seams are usually riveted with two 
rows of rivets while longitudinal 'seams are riveted with 
three and sometimes four rows; the reason for this differ- 
ence is that the strain on the longitudinal seams is almost 
twice as great as that on the circumferential seams. 

99. Single riveted lap joints have about 56 per cent of 
the strength of the plate, while double riveted lap joints 
have about 75 per cent of the strength of the plate. 

100. Butt joints are used for longitudinal seams, while 
lap joints are used for circumferential seams. 

101. A butt joint is one in which the edges of the plates 
have been butted together on the same plane and the seam 
overlaid with a strip of plate and securely riveted by one 
or two rows of rivets on each side of the center seam. 
This kind of a joint, if two rows of rivets are used on each 
side of the center seam, is considered to be equal to the 
strength of the plate. 



THE BOILER 37 

102. The fire-box is constructed of five sheets: — the 
crown sheet, the flue sheet to which the flues are attached, 
two side sheets, and a door sheet in which the furnace door 
is placed. 

103. The fire-box is placed inside of the outer shell of 
the boiler, the two being joined at the bottom by means 
of a large ring called a mud ring to which they are riveted. 
This mud ring, being from four to five inches thick, it 
separates the fire-box sheets from the shell by that distance. 

104. The side sheets, door sheet, and part of the flue 
sheet are secured to the outer shell of the fire-box by means 
of stay bolts screwed through both sheets and riveted on 
both ends. 

105. The crown sheet is supported by means of crown 
bolts. The crown bolts are much longer and larger than 
the stay bolts. As the crown sheet is placed from 18 to 
24 inches from the top shell of the boiler, stay rods are 
attached to the boiler head and top shell of the boiler and 
to the front flue sheet and the shell, for the purpose of 
taking up some of the lateral strain on these parts. 

106. The barrel of a boiler needs no staying, as cylindri- 
cal surfaces are self-supporting, the internal pressure 
tending to maintain the cylindrical form. 

107. Flat surfaces are not self-supporting and therefore 
must be stayed. 

108. The water leg of a boiler is the space between the 
inside and outside sheets of the fire-box. 

109. The dome is placed on the top of the boiler for the 
purpose of allowing the steam to rise to some distance 
above the water level, thereby losing some of its moisture 



38 



THE BOILER 



before entering the dry pipe through the throttle valve 
which is placed in the dome. 

no. The flue sheet is held in place by means of the 
flues which are attached to it. 

in. That part of the boiler extending from the barrel 






Fig. i.— Stay Bolts. 



to the lower edge of the fire-box is called the throat sheet. 
112. The round part extending from the fire-box section 
to the smoke-box is called the barrel. To the lower side 
of the smoke-box is attached a spark hopper for cleaning 
out the sparks that are accumulated by reason of the 



NAMES OF PARTS OF BOILER 39 

netting which is placed in the smoke-box. This netting 
prevents the hot sparks from being thrown out along the 
right -of -way, causing damage by fire, etc. 

113. A draft apron, which is used to regulate the draft 
through the fire, so that it may burn even all over the grate 
surface, together with the steam pipes which carry the steam 
from the dry pipe to. the steam ports in the cylinder saddle, 
are located in the front end or smoke-box. 

NAMES OF THE DIFFERENT PARTS OF THE 
BOILER 

114. The Shell, Fire-box, Barrel, Smoke-box, Stack, 
Dome, Mud-ring, Flues, Throttle Valve, Dry Pipe, Steam 
Pipes, Netting, Draft Apron, Racks to hold grates in the 
bottom of the fire-box, Steam Bracket or Spider, which is 
attached to the dome and extending into the cab to which 
the injector, steam pipes, the blower pipe, steam pipes to 
which the air pumps and lubricator are attached. 

115. There are hand holes provided in the sides of the 
smoke-box for convenience in cleaning the sparks out of 
the same. 

116. A blow-off cock is placed in the lower edge of the 
throat sheet for the purpose of draining the steam and 
water out of the boiler. 

117. There are washout plugs and plates placed at 
different places in the shell of the boiler for convenience 
in washing out the mud and scale which gathers in the 
boiler from the feed water. 

118. A safety valve is attached to the top of the dome 



40 THE ENGINES 

and is set to open and relieve the pressure in the boiler 
when the pressure exceeds the maximum pressure desired. 

119. The broad grate surface or Atlantic type fire-box 
is generally used. 

120. The boiler is placed horizontally on steel frames 
to which the engine's running gears, etc., are attached. 

THE ENGINES 

121. While there are many different classes and designs 
of Locomotives, there are only two kinds of engines used 
in their construction. They are known as the Simple 
Engine and the Compound Engine. 

122. A Simple Engine is one which admits steam to the 
cylinder during a part of the stroke and expands it during 
the remainder and then exhausts to the atmosphere. 

123. A Simple Locomotive Engine is double-acting, 
single expansion, non-condensing, and non-com- 
pounding. 

124. A Compound Engine admits steam first to a high- 
pressure cylinder where it partly expands in doing its 
work. It is then exhausted into the steam chest of another 
larger cylinder, called a low-pressure cylinder; when the 
steam is admitted to this cylinder it completes its expan- 
sion and then is exhausted to the atmosphere. 

125. The Compound Engine is double-acting, double- 
expansion, compounding, non-condensing. 

126. The Compound Engine is economical from the 
standpoint of consumption of fuel, but the cost of mainte- 
nance and the frequency of road failures has caused most 



THE ENGINES 41 

of the railroads to discard them in fovor of the Simple 
Engine. 

127. The Locomotive has two engines which are at- 
tached in a horizontal position to each side of the heavy 
frames which support the boiler. 

128. The Engines are connected by being attached to 
crank-pins in the drive-wheels which are attached solid 
to the main shaft or axle. 

They are so connected that they work in perfect harmony 
with each other. 

129. When one engine is passing the center or at the 
end of the stroke, the other engine will be exerting full 
power or at its strongest point, so that it is impossible for 
both engines to get on the center at the same time. 

130. The Locomotive is designed for the purpose of 
furnishing its own tractive power, as well as power to 
draw a heavy load. 

131. All of the driving wheels of an engine on each side 
are connected to the main crank or driving wheel by side 
rods so that all wheels move at the same time, thereby 
dividing the strain on the frame of the locomotive. 

132. The Engine cylinder casting is connected to the 
barrel of the boiler, smoke-box, and frame in such a way 
that the steam pipes in the smoke-box may be connected 
to the part of the cylinder casting known as the cylinder 
saddle, which has ports cast in it to conduct the steam 
from the steam pipes to the steam chest, also a port to 
conduct the steam, after it is used in the cylinder and re- 
turns to the steam chest, to the monument, stack, and open 
air. 



42 THE ENGINES 

133. There are two other ports in the cylinder casting, 
one at each end of the steam chest or valve seat, which 
also connects with each end of the cylinder. 

Through these ports the steam is admitted (by the 
valve in the steam chest) into the cylinder and after doing 
its work in the cylinder, is again exhausted through the 
same port by the movement of the valve. 

134. A piston-head and rod are placed in the cylinder; 
the piston-rod, on one end of which is placed the piston- 
head, passes through a hole in the rear cylinder-head 
and is attached to a cross-head which works in guides 
attached to the cylinder casting and a guide yoke. One 
end of the main rod is also connected to the cross-head 
and the other end to the pin in the main driving wheel. 

135. The reciprocating or to-and-fro motion of the 
piston is changed to circular motion by connecting the 
main rod to the pin in the drive wheel. As has been ex- 
plained, the front end of the main rod is attached to the 
cross-head, which is keyed to the piston. 

136. When steam is admitted to the cylinder it presses 
against the walls of the cylinder, the cylinder head, and 
the piston. As the piston is the point of least resistance, 
it will be forced to move; this movement is transmitted 
through the main rod to the crank-pin and wheel to 
which it is attached. 

137. If the crank -pin is at any point of its circle which 
forms an angle to the center line of motion of the main rod, 
the force which the steam exerts against the piston will 
be exerted against the pin, forcing it to move in a circle 
around the axle. 



RECIPROCATING AXD CIRCULAR MOTION 43 

138. Should the pin be in line with the center of the 
axle and the front end of the main rod, it will not move 
because the force is exerted directl) r against the center line 
of motion. 

139. Each engine has two centers — the forward center 
and the back center. 

140. The engine is on its forward center when the piston 
has completed its forward stroke. 

141. The engine is on its back center when it has com- 
pleted its backward stroke. 

142. The forward and back centers of an engine are 
sometimes called the dead points of circular motion. In 
starting the locomotive the crank-pin of one engine is 
forced over or carried past the dead points by the engine 
attached to the wheel on the opposite end of the main axle. 

143. With stationary engines large fly-wheels are used 
to carry the engine over its dead points, but the wheels 
of a locomotive which are used to carry the weight as well 
as to impart locomotion cannot be used for the purpose 
of carrying the engine over its centers because the speed of 
the engine would oftentimes (as in starting a heavy train) 
be too slow to impart momentum enough to enable the 
engine to pass its center line or dead points. 

RECIPROCATING AND CIRCULAR MOTION 

144. In changing the to-and-fro or reciprocating 
motion of the piston to the circular motion of the main 
pin, a condition is created which is known among technical 
engineers as angularity. This angularity exists in every 



44 RECIPROCATING AND CIRCULAR MOTION 

case when a connecting part moves out of a direct line to 
its axis or center line of motion. 

145. When the main pin is on the forward center in 
the forward movement of the engine, and moves to the 
bottom quarter, the pin will have completed just one- 
fourth of its complete circle, but the piston and cross-head 
will have completed slightly more than one-half of their 
stroke. The pin now moves to the back center at which 
point the piston and cross-head will have just completed 
their stroke, so that the piston and cross-head must have 
traveled faster and farther while the pin was moving from 
the forward center to the bottom quarter than it did in 
moving from the bottom quarter to the back center. 

146. The reason for this seemingly erratic movement 
is the increase in the angularity of the main rod, as the 
pin moves from the center line of motion to the bottom 
quarter which with the top quarter is the farthest point 
from the center line and the point at which the greatest 
amount of angularity exists in the position of the main 
rod. 

147. The real difference between the length of straight 
and angular lines is shown in Fig. 2. This illustration 
shows the cross-head at exactly the center of the stroke 
and the center of the pin bearing in the butt end of the 
main rod directly over the center of the axle; the butt end 
of the main rod is now lowered, but it does not reach to 
the bottom quarter. This shows how much farther it 
will be necessary for the piston and cross-head to travel 
before the difference in the distance occasioned by the 
angular position of the rod can be overcome. 



RECIPROCATING AND CIRCULAR MOTION 45 











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46 THE PISTONS 

148. The angularity of the rod increases during the 
first part of the stroke because it is traveling away from 
the center line and decreases during the latter part of the 
stroke because it is traveling back toward the center line. 

149. The point at which the greatest pressure is exerted 
on the pin is while it is moving from a point as shown in 
Fig. 2 from a to b. The point shown at b, being subject 
to change, is the point of cut-off, which is the point at which 
the ports for the admission of live steam to the cylinder 
are closed. This is further explained under the head of 
Valves and Valve Gears. From b the pressure decreases 
until the steam is exhausted from the cylinder. 

150. This change in the pressure on the pin during 
the different parts of its stroke causes the pin to wear the 
most on the parts where the greatest friction occurs. 

THE PISTONS 

151. The piston-rod is made with a taper-fit on each 
end. The piston head, which is made of cast steel and is 
dish-shaped, is forced on to the taper-fit on the front end 
of the rod by hydraulic pressure and is made more secure 
by a nut which is screwed on to the end of the piston, 
helping to force the head more tightly on the taper-fit on 
the rod. 

152. Steam is prevented from leaking around the flange 
of the piston head by means of cylinder packing rings 
which are sprung into grooves in the piston head; these 
rings expand against the walls of the cylinder and prevent 
leakage. 



CROSS-HEADS AND GUIDES 47 

153. A key- way is cut through the end of the piston- 
rod which is drawn in to a taper-fit in the cross-head. 
The cross-head is also provided with a key-way through 
its piston connection. 

A key is driven through the cross-head and piston-rod, 
attaching the rod solid to the cross-head. 

CROSS-HEADS AND GUIDES 

154. In order to carry the piston-rod through the 
cylinder head in a straight line, it is necessary to provide 
some form of guides and a cross-head. 

155. If a cross-head and guide were not used, the piston- 
rod would become bent, and the piston cocked in the 
cylinder. It would be impossible to keep the packing from 
blowing and would probably result in broken parts and 
serious damage. 

156. The guides are attached to the rear cylinder head 
and a guide yoke which is bolted to the frame of the 
locomotive. 

157. The two bar guides are most generally used. They 
are made of heavy flat steel bars. They are placed one 
above the other and far enough apart to allow the cross- 
head to slide between them. 

158. The cross-head used with the two-bar style of 
guides is made of one piece; a large hole is drilled through 
it in which is placed a steel wrist-pin. 

Some cross-heads have removable plates or shoes which 
can be relined and the lost motion taken up by running 
babbitt metal into them and then planing it off to 



48 MAIN ROD 

the required thickness. Other styles of cross-heads 
have brass gibbs or plates attached to the shoes; these 
plates may be raised to take up the lost motion by 
placing strips of tin or metal between the shoe and 
the gibb. 

159. The pressure or friction on the top and bottom 
guides is not the same when the engine is running forward 
and backward. 

160. When the engine is running forward and the piston 
is traveling backward the cross-head will be forced against 
the top guide; as the piston starts forward in the cylinder 
and the main rod begins to pull instead of shove the pin, 
the cross-head is again forced against the top guide, but 
if the engine be reversed and run backward, the bottom 
guide will receive nearly all the strain. This is caused by 
the difference in the position or angle of the main rod in 
the forward and backward motions. 

MAIN RODS 

161. The main rods of the late designs of locomotives 
are made of steel and are I-shaped; they are made in 
this form because it is much stronger in proportion to its 
weight than a square bar. 

162. The crank or butt end of the main rod is made 
with an open jaw. Brasses are placed in these jaws which 
are fitted to the main pin; a filler block is placed between 
the ends of the two jaws and a large bolt placed through 
both jaws and the filler block. Keys are placed in front 
and sometimes back of the brasses for the purpose of 



PARALLEL RODS 49 

taking up the lost motion in the bearings. These keys 
are held in place by set screws. 

163. The manner of keying up the front end of the 
main rod is as follows: The key passes through a slot 
across the rod, the key has a bearing against a wedge 
block which, in turn, has a bearing against the brass; a 
nut is screwed on to the bolt end of this key. A jamb nut 
is also used to prevent the key from working loose, a hole 
is drilled through the bolt end of this key, and a cotter 
key placed in it as an extra precaution against the nuts 
working off and the key losing out. 

PARALLEL RODS 

164. The parallel or side rods are made of the same 
kind of material as the main rods, but the manner of 
putting the bearings in the rods is different. The side 
rods have brass bushings pressed into them; these bush- 
ings cannot be adjusted when worn and the only way to 
overcome the lost motion occasioned by the wear of the 
parts is to replace them with new ones. 

The style of side rods used on nearly all of the old-style 
engines have keys through the rods on each side of the 
brasses which, in this case, are made in two parts. By driv- 
ing these keys down, the brasses were forced together, 
taking up the lost motion caused by the wear of the parts; 
these keys are held in place by jamb nuts and set screws. 
Great care must be used in the adjustment of these keys 
as improper adjustment would cause friction and possible 
breakage of the rods. 



50 THE DRIVING WHEELS 



THE DRIVING WHEELS 

165. Driving wheel centers are made of cast steel. A 
steel tire is turned out slightly smaller than the circum- 
ference of the wheel center; the tire is then heated and 
expanded until it is large enough to slip over the wheel 
center; it is then cooled off, shrinking on the center with 
enormous pressure. 

166. Locomotive driving wheels are provided with 
counterbalances; these counterbalances are used for the 
purpose of balancing the weight of the rods and their 
connections. 

167. The counterbalance is placed opposite to the pin 
and as near the rim of the wheel as possible, so that when 
the wheel is revolving it will turn with a steady motion. 
In this way the throw or unequal energy exerted by the 
centrifugal force of the parts in motion is overcome, but 
the reciprocating parts and their weight or the inertia 
caused by the dragging or friction of the parts cannot be 
equalized by adding counterbalance, except in one way, 
as it would have the same tendency to overbalance the 
wheel vertically to the same extent that they balance the 
reciprocating parts horizontally. 

168. Any additional overweight in the counterbalance 
which is not necessary to balance the parts and produce 
a good riding engine is a detriment not only to the engine 
itself but to the track and bridges over which it runs. 



THE CRANK-PINS 51 



THE CRANK-PINS 

169. The crank-pins are made of wrought iron or steel. 
When made of wrought iron they are case-hardened, so 
as to withstand the greatest amount of wear possible; 
but steel is now generally used for making crank-pins. 

The main pin has two journals, the inside journal being 
the side rod connection and the outside journal the main 
rod connection; the other pins have single journals to 
which the side rods are connected. 

170. Holes are bored through the wheels and the pins 
are turned to fit the hole very tightly; the pin is then 
forced into the wheel by hydraulic pressure of several 
tons; the pin is then riveted on the inside of the wheel. 

171. Some engines have the collars on all the pins except 
the main, made in the form of a bolt with a very large 
flat head. The head, being the collar of the pin and the 
bolt passing through a hole drilled lengthwise through the 
center of the pin, is fastened by a nut. On the inside of 
the wheel a hole is drilled in cross-section through the end 
of the bolt in which is placed a cotter key to prevent the 
nut from working off; a short stud is placed in the outer 
end of the pin which fits a small hole in the collar. This 
pin prevents the collar from turning and working loose. 

THE DRIVING AXLES 

172. Locomotive driving axles are made of steel and 
are tested very carefully for defects and tensile strength. 

173. Driving axles are now made without any shoulder 



52 LOCOMOTIVE FRAMES 

inside of the journal and the center of the axle is usually 
a little smaller than the journals. 

174. The wheels are pressed on the axles at a pressure 
of about 65 tons; they are then keyed on the axles. 

LOCOMOTIVE FRAMES 

Because there are so many different types of locomotives 
it will be impossible and really unnecessary to try to ex- 
plain them all. 

175. Locomotive frames are made of hammered iron 
or open-hearth steel and are subject to a very high test for 
tensile strength. 

DRIVING BOXES 

176. Driving boxes are made of cast iron in the form of 
the letter U, inverted; they are provided with bronze 
crowns. The boxes are placed on the axle just inside of 
the wheels. The boxes have bearings on the axles to carry 
the weight of the locomotive and bearings on the side 
against the hub of the wheel, to prevent too much side 
play or lateral motion. 

The driving boxes are placed between the jaws of the 
frame or pedestal. 

177. Shoes are placed between the pedestals and the 
boxes to prevent wear of the frames. 

178. An adjustable wedge is placed between the shoe 
and the pedestal at the back of each driving box. This 
wedge can be moved up or down by means of a screw or 
bolt threaded in and passing through the pedestal cap,— 



THE SPRING SADDLE 53 

A jamb nut is used to prevent this adjusting bolt from 
working loose. The lost motion in the driving box is taken 
up by means of this wedge. 

179. An oil cellar is placed under the axle between the 
jaws of the driving box; this oil cellar is filled with wool 
waste saturated with oil for the purpose of lubricating the 
journal. In some cases hard grease is used instead of 
waste and oil. 

180. Each driving box has oil holes bored down through 
the top and the crown brass. A small amount of waste is 
laid on top of the box and saturated with oil; the oil feeds 
gradually through the holes in the box to the journals, 
assisting in keeping them lubricated. 

THE SPRING SADDLE 

181. A spring saddle which is placed on top of each 
driving box astride the frame is used as a support for the 
driving springs. 

THE DRIVING SPRINGS 

182. The driving springs are used to modify the amount 
of shock, which otherwise would be imparted to the 
frames when the driving wheels run over rough places in 
the track. 

183. The driving springs are made of spring steel, and 
are made up of a series of leaves or thin flat strips, bound 
together by a band around the center. 



54 SPRING HANGERS 

SPRING HANGERS 

184. A spring hanger is a bar or bars which connect 
the ends of the springs with the frame or equalizers. 

EQUALIZERS 

185. Equalizers are used for equalizing the weight 
between two or more parts. When the engine truck runs 
over a rough place in the track a part of the shock is 
transmitted through the long truck equalizer to the front 
driving springs. 

With engines having trailers, equalizers are used to 
connect the trailer with the main springs, thus causing the 
engine to ride easier and reducing the liability of breakage. 

ENGINE TRUCKS 

186. A truck, the design of which varies according to 
the style of engine with which it is used, is placed under 
the forward end of the main frame, for the purpose of 
guiding the engine and helping to carry the weight. 

187. Some trucks have four wheels and are called bogie 
or engine trucks. This style of truck has a rectangular 
frame supported by semi-elliptical springs suspended 
from equalizers, the ends of which rest on the truck boxes. 
A center plate is placed in the center of the truck frame 
upon which the front end of the engine is pivoted, and 
upon which it turns in following the curvature of the track. 
This style of truck is usually used with engines which are 
designed to run at a high rate of speed. 



THE VALVES 55 

1 88. Another style of truck is a two-wheeled truck, 
called a pony truck, which carries the weight on a frame 
which rests on two bearings which are inside the wheels. 



Fig. 3. — Sectional View of Steam Chest, Slide Valve, and Seat. 

The front end of the locomotive frame is pivoted on the 
center of the truck frame. 



THE VALVES 

189. Valves are used to admit the steam to and ex- 
haust it from the cylinders. 

190. There are two kinds of valves which are most 
generally used. They are the slide valve and the piston 
valve. 



56 



THE SLIDE VALVE 



THE SLIDE VALVE 

191. The D type of balanced slide valves is generally 
used, although the piston valve is coming into general 
favor especially in connection with the Walschaert valve 
gear. 

192. The balanced slide valve is shown in Figs. 3 and 4. 




Fig. 3a. — Slide Valve Seat and Arrangement of Ports. 

It is provided with a large, cavity in its face through which 
the exhaust takes place. On the back of the valve are slots 
in which are placed balance strips; these strips are held 
against the friction plate (which is attached to the steam 
chest cover) by springs placed under them. These 



THE SLIDE VALVE 



57 



balance strips prevent the steam from covering the whole 
top surface of the valve, thereby relieving it of considerable 
weight which it would otherwise have to carry. 

193. In the construction of the most simple form of 
slide valve, the edges of the valve are just the same width 
as the ports which they cover when the valve is central on 
its seat. 

194. With this valve steam is admitted to the cylinder 
during the full length of the piston's stroke and the steam 




Fig. 4. — Slide Valve Showing Lead. 

thus admitted is exhausted during the whole of the return 
stroke. 

195. In order to use the steam expansively slide valves 
are now made so that the edges of the valve will extend 
or lap over beyond the edges of the ports when the valve 
is central on its seat as shown in Fig. 3. 

196. When the valve is moved to one side of its central 
position on its seat, steam is admitted to one end of the 
cylinder and is exhausted from the other through the 
cavity in the valve as shown in Fig. 4. 



58 THE ALLEN VALVE 



THE ALLEN VALVE 



197. The Allen or Allen-Richardson valve is a D type 
of slide valve having a supplementary port cast through 
it above the exhaust arch. 

This supplementary port is for the purpose of admitting 
steam from both sides of the valve to the same port at 
the same time and also for the purpose of admitting a 
larger amount of steam to the cylinder earlier in the stroke 
than can be done with a common slide valve. 

THE PISTON VALVE 

198. Piston valves are coming into general use on 
account of being perfectly balanced in so far as the pressure 
under which they work is concerned. In general con- 
struction they are spool-shaped with spring packing rings 
around the ends to prevent leakage. 

199. They may be either inside or outside admission. 
By inside admission is meant one which admits steam to 
the cylinder from around the inside or spindle part of 
the valve and exhausts it at the outer ends. 

200. An outside admission valve is one which admits 
steam to the cylinder from the outer ends of the valve and 
exhausts it through or around the inside part of the valve. 
A piston valve is shown in Figs. 5 and 6. 

201. The valve seats are cylindrical in form and the 
ports in its seat extend completely around the valve. 
These ports have small braces cast across them for the 
purpose of strengthening the parts and to prevent the 



THE PISTON VALVE 



59 




60 



LAP 



valve packing rings from catching on the edges of the 
ports as the valve moves over them. 

LAP 

202. When speaking of lap, as applied to the valves 
of a locomotive, we mean that part of the valve which 




Fig. 6. — Piston Valve and Arrangement of Ports in Steam Chest. 

laps over or extends beyond the edges of the ports when 
the valve is central on its seat. 

203. Lap is used for the purpose of cutting off the 
admission of live steam to the cylinder when the piston 
has only completed a part of its stroke. The lap of the 
valve then covers the port holding the steam in the cylin- 



LEAD 61 

der, where it expands, forcing the piston to complete its 
stroke (this is what is meant by using steam expansively). 

204. Outside lap is that part of the valve which laps 
over on the valve seat on the outside edge of the port 
when the valve is central on its seat. 

205. Inside lap is that part of the valve which laps over 
on the valve seat on the inside edge of the port when the 
valve is central on its seat. 

206. Inside lap controls the beginning of release and 
the period of compression. By increasing the inside lap 
the exhaust is retarded and compression increased. 
While decreasing the inside lap causes the exhaust to 
begin earlier, consequently the compression is less. The 
effects of lap are further explained under the head of valve 
gears. 

LEAD 

207. The amount of port opening allowed by the valve 
for the admission of steam to the cylinder when the piston 
is at the beginning of its stroke is called the lead. 

208. Valves are set with lead for the purpose of allowing 
a small amount of steam to enter the cylinder at the same 
time that the piston reaches the end of its stroke. The 
steam fills up the clearance space and also acts as a 
cushion to receive the force of the piston, cross-head, and 
main rod, and ease them over the center and start the 
piston on its return stroke. By setting a valve with lead 
it permits of a higher pressure in the cylinder at an earlier 
point in the piston's stroke than is obtained with a valve 
set without lead. 



62 LEAD 

209. Authorities on locomotive construction differ as 
to the necessity for or advantage of lead, but such argu- 
ments must not let us lose sight of the real facts, which 
are : that a weight of several hundred pounds is moving 
at a high rate of speed and must be stopped and after 
stopping must be started immediately in the opposite 
direction. Now if this weight was to come in contact 
with a spring immediately before coming to the end of 
its stroke or stopping-point, the velocity of its movement 
alone without any added force would compress the spring. 
The spring, while being compressed, would ease the weight 
to a stop; the spring, being now compressed, exerts all its 
power against the weight to start it back on its return 
stroke. This is just what lead does; it acts as a spring 
to receive the force of the blow being struck by the piston 
as it is being forced through the cylinder by the live stea;m 
behind it. 

210. Therefore the necessity for lead is apparent only 
when there is a high speed movement of the piston. 

Because when the piston is at the end of its stroke, and 
the engine is on its dead center, as in starting a train, 
full boiler pressure, if admitted into the cylinder against 
the piston, would not move it. The engine, which is on 
its center, must be moved off the center line by the engine 
which is on the quarter, as the engine which is on the 
quarter is at its strongest point. The valve is giving a 
full port opening on that side in full stroke, and no ad- 
vantage can be gained by giving that valve any additional 
advance movement. 

211. When a valve gear is used which increases its lead 



VALVE GEARS 63 

when moved from full stroke toward the center, the valves 
should be set to give one-fourth inch lead when the reverse 
lever is in the ordinary running position for that class of 
engine, regardless of the amount of lead which will be 
obtained at full stroke. With some classes of engines, 
setting the valves with one-fourth inch lead in running 
position, will show line and line in full stroke, while others 
will show from a sixty-fourth to one-eighth blind. 

With engines having a valve gear which does not in- 
crease its lead, the same rule for setting may be followed, 
as the advantages derived from the proper amount of 
lead in running position are greater in proportion than 
the disadvantages derived from having a slight excess of 
lead in starting. 

VALVE GEARS 

212. Motion is imparted to the valves in several ways, 
by different styles of valve gears. By valve gears is meant 
the combination of parts which actuate and control the 
movement of the valve. 

213. The Stephenson, Allen, and Walschaert valve 
gears are the styles generally used by the different roads 
at the present time. 

THE STEPHENSON VALVE GEAR 

214. Four eccentric blocks, two for each engine, are 
placed on the main axle between the main frames. These 
blocks are round flat discs with a round hole through 
them, large enough to fit around the main axle. These 



64 THE STEPHENSON VALVE GEAR 

holes are placed in the blocks to one side of the center, so 
that when they are fastened on the axle and the axle is 
turned, they will impart to the straps in which they work 
a circular or crank motion. 

215. A disc eccentric, such as described above, is simply 
an improved way of imparting a crank motion to other 
parts of a machine where, on account of its construction, 
a crank could not be used. The disc eccentric has some 
advantages over the common crank by reason of the large 
bearing surface on the strap in which it works, causing 
the eccentric to pass the center with less jerk or jar than 
is imparted by a crank. 

216. There being two eccentric blocks for each engine, 
one is called the forward motion eccentric and governs 
the forward movement, the other is called the back 
motion eccentric and governs the backward movement. 

217. The distance from the center of the eccentric 
block to the center of the axle on which it is placed is 
one-half the throw of the eccentric. 

218. The travel of the valve at full stroke will be equal 
to the throw of the eccentric. 

219. The eccentric strap in which the eccentric block 
works is connected to the link by means of an eccentric 
rod; the forward motion eccentric rod usually is at- 
tached to the top connection of the link and the back 
motion eccentric rod to the lower connection. 

220. The link is a slotted bar curved to the radius of the 
length of the eccentric rod. 

221. By the radius of the eccentric rod we mean the 
curvature of a complete circle which the end of the rod 



THE LINK BLOCK 65 

would describe if it were turned completely around on the 
axle. 

THE LINK BLOCK 

222. A block called a link block is placed in the slot in 
the link, to which block a transmission bar is attached; 
the other end of this bar being attached to the lower arm 
of a rocker shaft, the top arm of which is connected to 
the valve stem, which, in turn, is connected to the valve 
in the steam chest by means of a valve yoke. 

223. The links are raised or lowered by means of hangers 
which are connected to a tumbling shaft to which shaft 
the reach rod and the reverse levers in the cab are con- 
nected and by which the length of stroke and position 
of the valves are controlled. 

224. The link being raised or lowered changes the 
position of the link block in its relation to the ends of the 
two eccentric rods which are connected to the link. 

225. When the link block is opposite the end of the 
forward motion eccentric rod, the valve will travel its 
full stroke, but as the link is raised and the eccentric 
rod is moved away from the link block and the center of 
the link is brought nearer to the block, the valve travel 
will be shorter. 

THE SADDLE PIN 

226. The saddle pin, by which the link is suspended, 
is set out of center on the link so that the cut-off of the 
valve will be equal at half stroke. 

227. The cut-off — by which is meant the point at which 



66 THE SADDLE-PIN 

the valve cuts off the admission of live steam to the cylin- 
ders at certain points of the piston stroke. 

228. When the link block is at either end of the link, 
the cut-off will take place near the end of the piston's 
stroke. As the link is moved so that the block will be 
near the center of the link, the cut-off will occur earlier 
in the stroke. 

229. With the Stephenson valve gear the lead of the 
valve increases as the valve travel is shortened. This is 
caused by the increased angularity of the link block to 
the center line of motion of its controlling eccentric and 
because the link block is so near to the center of the link 
that its movement is influenced by the opposite motion 
eccentric. 

THE SLIDE VALVE OPERATED BY THE 
STEPHENSON VALVE GEAR 

230. When the main pin is on the forward center in 
the forward motion, the forward motion eccentric is on 
top of the axle or nearly so, being set forward toward the 
pin just the amount of the lap plus the lead. 

231. The amount which the eccentric is advanced on 
the axle toward the pin from its position of 90 degrees, 
or the fourth part of a circle behind the pin, is called the 
angular advance of the eccentric and is used to offset the 
lap and lead given the valve. 

232. If the valve had no lap or lead the eccentric would 
be set at exactly 90 degrees behind the pin and would not 
be given any angular advance. 



STEPHENSON VALVE GEAR 



67 




O 






68 STEPHENSON VALVE GEAR 

233. The back motion eccentric bears the same relation 
to the pin when the pin is on the back center in the back- 
ward motion that the forward motion eccentric bears to 
the pin when in the forward motion. 

234. The main pin being on the forward center, the 
eccentric in moving over the top of the axle has thrown 
the top of the link forward, imparting the same forward 
motion to the radius rod and lower arm of the locker shaft, 
throwing the top arm of the rocker shaft back, moving 
the valve back just the amount of the lap, plus the lead, or 
just the amount of the angular advance of the eccentric. 

235. The steam, now admitted to the cylinder by the 
lead of the valve, just as the piston reaches the end of its 
stroke, acts as a cushion, easing the piston over the center 
and starting it on its return or backward stroke, forcing 
the pin toward the bottom quarter, as the eccentric always 
follows the pin. It is now moving the top of the link still 
farther forward, transmitting the same forward motion 
to the radius rod and lower rocker arm and moving the 
top arm and valve back. This motion continues until 
the pin has reached a point near the bottom quarter, the 
exact point depending on the point of cut-off; the valve 
has now traveled its full stroke, opening the forward steam 
port wide open. As the piston is still traveling back, 
forcing the pin past the bottom quarter, the motion of 
the valve begins to change. The eccentric, having passed 
the forward center, begins to pull the top of the link back, 
moving the radius rod and lower rocker arm back and 
moving the top arm and valve forward. This motion 
continues until the pin has passed a short distance beyond 



THE ALLEN VALVE GEAR 69 

the bottom quarter when the lap of the valve closes the 
steam port, shutting off the admission of steam to the 
cylinder. This is known as the point of cut-off. 

The valve now covers the steam ports and the steam 
which was admitted to the cylinder is shut in; this steam 
expands, forcing the piston to the end of its stroke. 

As the pin nears the back center the eccentric is passing 
the bottom quarter, moving the top of the link radius rod 
and lower rocker arm back, and moving the top arm and 
valve forward far enough to overcome the lap and admit 
lead at the rear of the valve just as the piston reaches the 
end of its backward stroke. 

The exhaust cavity in the valve is now moving over the 
forward steam port, exhausting the steam which was 
admitted during the backward stroke of the piston. 

236. When the engine is reversed the backward motion 
eccentric, which is connected to the bottom connection of 
the link, controls the valve, the action of the parts being 
just the same as for the forward movement. 

237. The point of cut-off and direction of motion are 
controlled by the position of the reverse lever. 

THE ALLEN VALVE GEAR 

238. The Allen valve gear is made with a straight link 
and the eccentric rods are connected to the link just 
opposite to that of the Stephenson valve gear; the forward 
motion eccentric rod being connected to the bottomof the 
link and the backward motion ecce'ntric rod to the top of 
the link. 



70 



WALSCHAERT VALVE GEAR 



239. When the engine is in the forward motion, the 
links will be up with the link block at the lower end of the 
link. 

240. The valve motion is reversed by moving the link 
block as well as the link, the link block being moved about 




HsOo 



Fig. 8.— Allen Valve Gear. 

two-thirds and the link one-third of the distance necessary 
to make the change desired. (See Fig. 8.) 

241. The Allen valve is not essentially a part of this 
gear, although it may be used in connection with it if 
desired. 



THE WALSCHAERT VALVE GEAR (Fig. 9) 

The Walschaert valve gear, which is coming into 
general use, having been adopted as the standard by a 
number of roads in this country, has been in use for a 
number of years in England and other foreign countries. 

This style of valve gear possesses some very impor- 
tant advantages over the old styles. 

242. One of its most important features is that it is 



WALSCHAERT VALVE GEAR 



71 




O 



o 



72 WALSCHAERT VALVE GEAR 

open to the view where all of its parts can be readily seen 
and its defects discovered. It is light, accurate, and 
durable. The cost of repairs is much less than the old 
styles of valve gears. 

243. Its parts, their names, and relations to each other 
in controlling the valve, are as follows: The eccentric 
crank, the eccentric rod, link, link block, radius rod, com- 
bination or lap and lead lever, union link, cross-head arm, 
valve stem guide, lifting link, lifting arm, reversing shaft 
and arm, reach rod and reverse lever. 

244. With this style of valve gear a link is used which 
oscillates on trunnions placed in the center of either side of 
a bracket which is bolted to and supports the link. 

245. The link is curved to the radius of the radius rod, 
with the engine on either forward or back center; the 
reverse lever can be moved from one end of the quadrant 
to the other, raising and lowering the radius rod and link 
block without moving the valve or the link. 

246. When the engine is reversed, the link block is 
raised or lowered while the link remains stationary. 

247. The amount of movement imparted to the valve by 
the movement of the reverse lever will depend on the 
position of the main pin. If the pin is on either dead center 
there will be no movement of the valve, but if on any 
other point the valve will be moved by any change in the 
position of the reverse lever. 

248. The combination or lap and lead lever to which 
the radius rod and valve stem are attached, the lower end 
of which is connected to the cross-head by a cross-head 
arm and union link, controls the movement of the valve 



WALSCHAERT VALVE GEAR 73 

just the amount of the lap plus the lead at each end of the 
valve stroke, this movement being independent of the 
eccentric rod and link. 

249. If the reverse lever is placed in the center of the 
quadrant the link block will be in fcjie center of the link; 
in this position the movement of the link by the eccentric 
will not transmit any motion to the radius rod or valve, 
but the combination lever, being attached to the cross- 
head, will move the valve just the amount of the lap plus 
the lead. 

250. With an outside admission valve the eccentric 
crank on the main pin will lead the pin in the forward 
motion, being set on the quarter or 90 degrees ahead of the 
pin. 

251. With an inside admission valve the eccentric 
crank will follow the pin in the forward motion, being 
set on the quarter or 90 degrees behind the pin. 

252. The position of the eccentric crank in its relation 
to the pin is sometimes changed from the positions just 
described in order to overcome or equalize the angularity 
of the eccentric rod. When the extension on the bottom 
of the link is shortened it carries the forward end of 
the eccentric rod away from the center line of mo- 
tion, causing an unequal angularity of the eccentric 
rod, from its position on the top and bottom quarters 
and its connection to the link extension. Therefore in 
order to make the construction theoretically correct the 
eccentric crank would have to be moved to a position 
a little over 90 degrees back of the pin with an inside 
admission valve and moved toward the pin from its 



74 WALSCHAERT VALVE GEAR 

position of 90 degrees ahead of the pin with an outside 
admission valve. 

253. With the cross-head and piston in the center of 
their stroke the main pin will not be on the exact quarter 
line. This offset of the pin is occasioned by the angular 
position of the main rod. By disconnecting the butt end 
of the rod from the pin, and raising it up to the center of 
the main axle it will show, in the exact center of the pin 
bearing, the distance between the center of the pin and the 
quarter line will be the distance necessary for the cross- 
head and piston to travel beyond the center of their stroke 
to place the pin on the quarter. 

254. It is not necessary to make any change in the 
adjustment of the Walschaert gear, to offset this angularity 
of the main rod, because this variation of the motion oc- 
curs only when the eccentric crank is at either center; 
while in this position the rear end of the eccentric rod 
could be raised or lowered for a considerable distance 
without affecting the movement of the valve to any 
perceptible extent. 

DIRECT AND INDIRECT MOTION OF THE 
WALSCHAERT VALVE GEAR 

255. With the reverse lever in the forward position, the 
link block will be below the center of the link so that the 
eccentric rod, radius rod, and valve move in the same 
general direction., This movement causes the engine to 
be direct in the forward motion. 

256. When the engine is reversed and the reverse lever 



WALSCHAERT VALVE GEAR 75 

is in the backward position the link block is raised above 
the center of the link; the eccentric rod will move th 
lower end of the link forward, and the top end back 
drawing the radius rod and valve back with it and causing 
the eccentric rod and valve to move in opposite directions. 
This movement causes the engine to be indirect in the 
back motion. 

257. With an inside admission valve the radius rod is 
connected to the combination lever above the valve stem 
so that when the cross-head reaches the end of the stroke 
the valve may be drawn back the amount of the lap plus 
the lead. 

258. As the motion of the cross-head is always the same, 
and an outside admission valve is used, the radius rod 
would be connected below the valve stem. A valve stem 
support or guide is provided for the purpose of carrying 
the weight of the front end of the radius rod and com- 
bination lever and to keep the valve stem from being 
thrown out of line by the weight of its connection. 

RELATIVE POSITIONS OF THE VALVE, MAIN 
PIN AND ECCENTRIC OF THE WAL- 
SCHAERT VALVE GEAR WITH INSIDE 
ADMISSION VALVE 

259. When the main pin is on the forward center in 
the forward motion the eccentric crank will be on the top 
quarter or 90 degrees behind the main pin. As the lap 
and lead or combination lever has already moved the 
valve forward the amount of the lap plus the lead steam 



76 WALSCHAERT VALVE GEAR 

is now being admitted to the front end of the cylinder, 
pushing the piston back, and moving the main pin toward 
the bottom quarter. 

The eccentric crank moves toward the forward center, 
moving the bottom of the link, radius rod, and valve 
forward and opening the front steam port wide. 

As the main pin passes the bottom quarter the eccentric 
will be passing the forward center and is now beginning 
to pull the bottom of the link radius rod and valve back. 

The combination lever is now assisting to move the 
valve in order to take care of the advance necessary to 
overcome lap and produce lead; this causes cut-off to 
take place (the exact point of cut-off is determined by 
the position of the reverse lever). 

The valve now covers the ports, shutting the steam in, 
and causing expansion which lasts until immediately before 
the pin reaches the back center, when exhaust takes place. 

The eccentric is now on the bottom quarter, the main 
pin on the back center, the cross-head and piston at the 
back end of the guides and cylinder; the combination 
lever has now moved the valve back, admitting steam to 
the rear side of the piston-head to begin the return stroke. 

If the engine is now reversed by placing the reverse 
lever in the backward motion, the link block will be 
raised above the center of the link. The eccentric will 
lead instead of follow the pin, the engine will move 
backward instead of forward, and the movement of 
the valve will be just the same as if the engine were 
moving forward. 

This movement is accomplished by reason of the fact 



WALSCHAERT VALVE GEAR 77 

that the motion is changed from direct to indirect motion 
by raising the link block above the center of the link. 

The position of the engine is such that steam must 
be admitted to the rear side of the piston to force it to 
the other end of its stroke, no matter whether the main 
pin moves over the top quarter or the bottom quarter to 
reach the forward center. 

With the pin on the back center and the eccentric on 
the bottom quarter in the forward motion, the valve would 
be admitting lead steam to the cylinder behind the piston. 
Now place the reverse lever in the back motion, the link 
block above the link center; the curvature of the link being 
the same as the radius of the movement of the link block, 
the position of the valve is not changed and the valve 
continues to admit lead steam behind the piston just the 
same as before the engine was reversed. 

The engine being on its dead point cannot move itself 
either way, so it depends on the other engine which way it 
will move from its dead point. In this case the opposite 
engine is moving backward. This moves the main pin of 
the engine which is on the center or dead point toward 
the bottom quarter; the eccentric crank moves toward 
the forward center, moving the lower end of the link for- 
ward, the top of the link back pulling the radius rod and 
valve back with it, opening the back steam port, causing 
the valve to describe the same movement as if the engine 
had remained in the forward motion; the main pin would 
have moved over the top quarter to the forward center, 
but being reversed, caused the main pin to move over the 
bottom quarter to reach the forward center, and that 



78 VALVE SETTING 

difference is really what caused the engine to move back- 
ward instead of forward. 

260. The constant lead of the Walschaert valve gear is 
obtained by connecting the valve stem and radius rod to 
the top of the combination lever and attaching the lower 
end of the combination lever to the cross-head, the cross- 
head moving back and forward in the guides transmits an 
angular position to the combination lever. This angularity 
is greatest when the cross-head and piston are at the end 
of the stroke at this point. The difference between two 
perpendicular lines drawn through the centers of the pins 
connecting the radius rod and valve stem to the combina- 
tion lever will show the same measurement as the lap of 
the valve plus the lead. For this reason the lead does 
not vary with the point of cut-off as it does with the 
Stephenson valve gear, but remains constant at all points 
of the stroke. 

VALVE SETTING 

261. Valve setting is essentially a machine-shop practice, 
but every engineer should have enough general knowledge 
of the subject to enable him to set the valves if it should 
become necessary for him to do so. 

262. To set the valves with the Stephenson valve gear 
and balanced slide valve, place the engine on the forward 
center with the reverse lever in the full forward position. 
To find the exact center, place a mark on the cross-head 
and guide opposite each other, just before the cross-head 
reaches the end of its stroke. With a center punch place 
a punch mark on the frame just in front of the main 



VALVE SETTING 79 

driving wheel; place one end of the tram in this punch 
mark and with the other end of the tram make a mark 
on the rim of the wheel. Now move the engine forward 
until the cross-head has passed the center and moved back 
until the marks on the cross-head and guide are again 
opposite each other. Now with the tram placed in the 
same punch mark on the frame as before, make another 
mark on the rim of the wheel; with a pair of dividers 
divide the space between the two marks. This will give 
the exact dead center. Now with the tram in the punch 
mark on the frame, move the wheel until the other end 
of the tram will rest in the center punch mark. The 
engine is now on a dead center. Move the eccentric block 
forward toward the pin from its position of right angles 
until the valve has moved back the amount of the lap and 
has given the desired opening for lead. The eccentric 
block should be keyed fast at this position on the axle. 
The back motion eccentric can be set in the same manner. 
Care must be taken to place the reverse lever in full gear 
ahead when setting the forward-motion eccentrics and in 
full gear back when setting, the back-motion eccentrics. 
The engine should always be moved in the direction of 
movement controlled by the eccentric being set. 

Should the lead not be equal at both ends of the stroke, 
correct the defect by changing the length of the valve yoke 
stem one-half and the angularity of the eccentric one-half 
of the distance necessary to cause the lead to be even. 
If the valve travel should become unequal or get out of 
square, as this condition is sometimes called, the parts 
should all be examined very carefully for lost motion, 



80 VALVE SETTING 

loose nuts, bolts, or broken parts. If no defects are 
discovered, then tram the valve travel. If the valve 
travels more to the front of the center line than to the rear, 
lengthen the eccentric rod. If the valve travel is too 
much to the rear, shorten the eccentric rod. In order to 
determine accurately just the required amount to lengthen 
or shorten the eccentric rod, place the valve central on its 
seat; now with a tram placed against the cylinder casting, 
mark the valve stem; now move the engine slowly until 
the valve is at the extreme point of travel with the tram, 
in the same position as before; place another mark on 
the valve stem; now move the engine until the valve has 
moved to its extreme point of travel in the opposite direc- 
tion; with the tram place another mark on the valve stem. 
The three marks made by the tram on the valve stem will 
represent the center line of the valve and the valve seat. 
The forward mark will represent the extreme backward 
travel of the valve, the rear mark will represent the extreme 
forward travel of the valve. 

The difference in the distance between the forward 
mark and the center and the rear mark and the center, 
is the amount of unequal travel of the valve. 

To test the travel of the valve in the backward motion, 
place the reverse lever in the full backward position and 
proceed as before. 

In order to test the accuracy of the work, the reverse 
lever should again be placed in the full forward position 
and another test of the valve travel made. After the 
length of the eccentric rods, has been changed so as to 
correct the defects of the valve travel, the valves should 



VALVE SETTING 81 

again be run over to see that the change has been made 
correctly. 

263. To set the valves with the Walschaert valve gear, 
place the engine on the forward center; to find the exact 
center, proceed in the same manner as explained for find- 
ing the exact dead center with the Stephenson valve gear. 
After placing the engine on its forward dead center, pro- 
ceed as follows : Move the reverse lever from full forward 
position to full backward position; if there is any move- 
ment of the valve forward while raising the block in the 
link, the eccentric rod should be lengthened, if there is 
any movement of the valve backward the eccentric should 
be shortened. 

After the eccentric rod has been adjusted to the proper 
length, now tram the valve travel. If it does not travel the 
same distance on either side of the center line of the valve 
seat, adjust the difference by lengthening or shortening 
the valve stem. 

There are some classes of engines equipped with the 
Walschaert valve gear that have an adjustable valve stem 
connection, but on account of the adjustment nuts working 
loose and stripping their threads, they are being taken 
off and key connections are now being used. 

264. The different parts of the Walschaert valve gear 
are of a pre-determined size, length, and movement, and 
under ordinary conditions are not subject to change, but 
when absolutely necessary the eccentric rod or valve 
stem may be adjusted to correct defects in link or 
valve travel. 



INJECTORS 




INJECTORS 



83 



f 






^v. 




■ « 




2 


^7 




1 


^W v^ 


^>— - J 




: v^^^ w ' AW 



-Q-t 





— 



84 INJECTORS 



INJECTORS 

265. Injectors are used for supplying water to the boiler 
from the tank. 

266. They are either lifting or non-lifting. 

267. A lifting injector is one which is placed on the 
boiler above the water line in the tank and raises its supply 
by suction. 

268. A non-lifting injector is one that contains no lifting 
tubes and is placed on the boiler below the level of the 
floor of the tank, so that the water will flow into it from 
the tank by gravity. 

269. In general construction, injectors have a water 
supply pipe, 23, Figs. 10-n, connected to the water space 
in the tank. A valve, 40, is placed in this pipe to regulate 
the supply. 

270. A large steam pipe is connected to the injector at 
19, and to the spider from which dry steam is taken to 
operate the injector. 

271. The delivery or branch pipe, 19a, is connected to 
the barrel of the injector and the boiler. 

272. A check valve, 20, is placed in the end of the pipe 
to prevent the boiler pressure from flowing back through 
it. 

273. The names of the parts of the injector are as 
follows : 

1 Delivery tube. 6 Steam stuffing. 

2 Combining tube. 7 Spindle. 

3 Steam nozzles. 8 Cross-head. 

5 Spindle nut. 10 Water stuffing box. 



INJECTOR OPERATION 85 

ii Follower. 29 Waste pipe. 

12 Packing ring. 30 Waste valve. 

13 Lock nut. 31 Waste valve cam. 

14 Follower nut. 32 Jam nut. 

15 Links. ^^ Starting lever. 

16 Packing ring. 34 Cam lever. 

19 Steam pipe connection. 36 Cam shaft. 

20 Check valve. 38 Collar .and index. 

22 Guide for check valve. 40 Plug water valve. 

23 Union for pipe. 41 Regulating handle. 

24 Coupling nuts. 42 Inlet valve. 

25 Injector body. 57 Overflow connection. 

TO OPERATE THE INJECTOR 

274. To operate the injector pull out the starting lever 
to which the steam spindle is connected just far enough 
to break the joint and admit steam to the lifting tube; 
this raises the water into the injector, causing it to flow out 
through the overflow valve (this is called priming), then 
pull starting lever wide open. The large amount of steam 
thus admitted will force the water forward into the com- 
bining tube, where the steam from the boiler combines 
with the water from the tank and together are forced by 
the velocity of the dry steam supply and the induced 
current caused by the union of the steam and water into 
the delivery tube. 

275. The velocity of the water when expelled from the 
injector into the branch pipe causes it to have a penetrat- 
ing force much greater than the resistance of the steam 
and water in the boiler. It is this velocity which causes 
the boiler check valve to raise and the water to enter the 
boiler. 



86 



INJECTOR OPERATION 



276. The theory of injector action is the subject of 
much discussion. 

Some authorities hold that the water is forced through 
the branch pipe and into the boiler by the pressure of 




Fig. 12. — Simplex Injector, Sectional View. 



steam directly against the solid water in the combining 
chamber. Other authorities hold the more generally 
accepted theory that the water is forced into the boiler 
by the velocity of the steam in passing through the injector 
from the boiler and the induced current caused by the 



INJECTORS 



87 










88 



INJECTORS 




is 

> 



fe 



INJECTOR DEFECTS 89 

, union of the steam and water in the injector. The theory 
of velocity and induced current seems to be the most 
practical. 

277. Water is usually supplied to the boiler at a point 
as far away from the fire-box as possible, to prevent the 
sudden contraction and expansion of the fire-box sheets. 

278. Some classes of locomotives have the injectors 
placed on the boiler head with the branch or delivery pipe 
connected to the boiler on the boiler head just above the 
crown sheet. The delivery or branch pipe in this case 
is extended forward to the front end of the barrel, deliver- 
ing the water at the same distance from the fire-box as if 
the branch pipe had been carried forward on the outside 
and attached in the usual manner to the forward end of the 
barrel. 



IXJECTOR DEFECTS 

279. The supply pipe and its connections must be 
absolutely air-tight with lifting injectors, because the water 
is raised to the injector by steam which passes through a 
lifting tube, causing a vacuum in the water chamber in 
the injector and upper end of the supply pipe. 

280. The air pressure on the water in the tank forces 
the water up into the injector to supply the vacuum. 

281. When an injector fails, and the cause is not 
known, look in the tank to see if there is plenty of water; 
then see if the tank valve is open and the supply hose and 
strainer are clean, that there are no leaks in the supply pipe 
or its connections, and that the overflow valve is open. 



90 



INJECTOR DEFECTS 



OVERFLOW 




8S8&-3*- TO BOILER 



Fig. 15. — Non-Lifting Injector, Sectional View. 



INJECTOR DEFECTS 91 

282. If the injector still refuses to prime or lift the water, 
it may be on account of the injector being overheated, 
causing the water rising into it to become vaporized so 
quickly as to force the water back into the pipes. 

If the injector has a regulating supply valve, be sure it 
is open, admitting water to the injector. If the injector 
still refuses to lift, the trouble must be in the steam supply 
or in the lifting tube. 

283. Should the injector prime all right but refuse to 
force water into the boiler, this may be caused by a partly 
closed tank valve, a collapsed hose, or leakage in the 
supply pipe which would reduce the supply of water below 
the quantity necessary to condense all of the steam. This 
would result in the vacuum being destroyed, allowing the 
water to pass out through the overflow. Badly corroded 
tubes, defective tubes, broken line check or a stuck boiler 
check may cause the same effect. 

284. Sometimes the injector will seemingly be working 
all right but will be spilling water at the overflow. This 
is usually caused by the water supply being too great for 
the steam supply. Badly worn tubes or leaks in the supply 
pipe or any obstruction in the delivery tube will cause the 
same results. It is necessary at all times to have atmos- 
pheric air on the water in the tank. If the tank was made 
air-tight there would be no pressure on the top of the water 
to force it up to supply the injector, and as a result the 
injector would not work. 



92 INJECTORS 



TO USE THE INJECTOR AS A HEATER 

285. To use the injector as a heater open the water 
supply valve wide and close the overflow valve with the 
cam; now shut off the steam valve and open the starting 
lever wide; now just break the steam valve joint which will 
allow a small quantity of steam to pass from the boiler 
through the injector, supply pipe, and hose to the tank. 
The frost or drain cock in the branch pipe should be 
opened to allow the water and condensed steam to drain 
out, otherwise the steam will not circulate through this 
pipe and it is liable to freeze up in cold weather. 

286. To shut off heater, to use injector, first close the 
steam valve, then open overflow and close starting lever: 
now open steam valve wide and injector is ready for use. 

287. In order to keep both injectors in good condition 
and ready for use, the left injector should be operated 
quite frequently to insure its being in condition to work if 
needed in case of emergency. 

288. Never leave a terminal, to go on a trip, without 
examining both injectors to see that they are in proper 
working condition. 

INJECTORS LEAKING STEAM AT OVERFLOW 

289. Injectors often leak steam at the overflow; this 
may be caused by the boiler check valve leaking or by the 
steam spindle leaking. 

290. To test which of these two are causing the trouble, 



LUBRICATORS 



93 



close the injector steam valve tight and if steam still 
appears at the overflow it is the boiler check leaking, but 
if the steam stops blowing at 
the overflow when the steam 
valve is shut off then it is the 
steam spindle. 

TO TEST FOR LEAKS IN 
THE SUPPLY PIPE 

291. Close the tank valve 
and the overflow valve. Now 
open starting lever just a little, 
the same as if priming the in- 
jector; the steam which is 

forced back into the supply pipe will force the water in 
the pipe to appear at the leaks, which can then be tight- 
ened or repaired. 




Fig. 16. — Boiler Check Valve. 



LUBRICATORS 



291a. Lubricators are used for supplying oil to the 
valves, cylinders, and air pumps. 

292. In general construction lubricators are hollow 
castings having a chamber, A (as shown in Fig. 17), to 
contain the oil. 

Attached to the top of the main body of the lubricator 
is a condensing chamber, F c To the top of the condensing 
chamber is connected a steam-supply pipe the opposite 
end of which is connected to the spider. 



94 LUBRICATORS 

Sight feed glasses are provided either through or on the 
sides of the lubricator. 

Feed valves, as shown at E.L.E., are attached to the 
lower ends of the sight feed glass; brackets to regulate 




FlG. 17. — Detroit Lubricator, Front View. 

the feed through them to the cylinder, pipes called tallow 
pipes, are connected to the top of the sight feed brackets 
and to the top steam chests and the steam pipe to the air 
pump. 



LUBRICATORS 95 

293. When steam is admitted into the condensing 
chamber by opening valve B, it soon cools, so that the 
chamber will be filled with water. 

294. The condensing valve, D y when opened, will allow 
the water from the condensing chamber to flow into the oil 
chamber. 

295. As the oil will always float on top of the water it 
forces the oil to the top of the bowl where it enters open- 
ended pipes which conduct it to the feed valves E.L.E., 
at the bottom of the sight feed glasses. When the feed 
valves E.L.E are opened the oil flows drop by drop 
through the glasses which are filled with water. The oil 
then passes through the tallow pipes to the cylinders. 

296. Some lubricators have equalizing pressure pipes 
connected to the top of the condensing chamber and to 
the ends of the tallow pipes at the lubricator connections. 
Steam passes from the boiler through these equalizing 
pipes to the tallow pipes, carrying the oil through the 
tallow pipes and helping to offset the back pressure 
against which the lubricator works, causing it to feed 
more regularly. 

NAMES OF DIFFERENT PARTS OF THE LUBRI- 
CATOR AS SHOWN IN FIG. 17 

297. a, oil bowl; f, condensing chamber; 0, filling plug; 
g, drain valve; ee, feed valves to steam chest and cylinders; 
/, feed valves to air pump; ttt, sight feed glass drain 
valves; x x, auxiliary oil cups; h h, hand oiler valves; 
j j, auxiliary oil cup valves. 



96 LUBRICATOR DEFECTS 

The illustration, Fig. 18, shows a sight feed glass with 
packing and follower nut. 

LUBRICATOR DEFECTS AND REMEDIES 

298. Lubricators are sometimes very erratic in their 
action and must be operated exactly according to direc- 
tions. 

299. If the sight feed glasses become stopped up, open 




Fig. 18. — Sight Feed Glass and Fittings for Detroit Lubricator. 

drain valve T, at the bottom of glass, and draw all the oil 
and water out of them; then close the valve and allow the 
glasses to fill with water. After the glasses have become 
completely filled with water the feed valves may then be 
opened. 

300. The feed valve nipples sometimes become stopped 
up with sediment in the oil. When this occurs drain the 
oil out of lubricator and leave drain valve open; then open 
feed valve wide. Now open engine throttle. The back 



LUBRICATOR DEFECTS 



97 



pressure from the steam chest will sometimes blow the 
obstruction out of feed nipple into the bowl of lubricator 
and out at the drain valve. If the obstruction cannot be 
removed in this way take the nipple out and clean it. 




Fig. 19. — Detroit Lubricator, Front Sectional View. 

301. The bowl of lubricator should be thoroughly blown 
out with steam pressure at frequent intervals so as to 
remove any scale or sediment that may gather in it, 

7 



98 



LUBRICATOR DEFECTS 



302. The most frequent cause of erratic action in the 
lubricator is the choke plugs being worn, or filled up with 
scale or sediment. 

303. There are two kinds of choke plugs: one having a 



22SL 




2105 



Fig. 20.— Detroit Lubricator, Side Sectional View. 



valve in it as shown in Figs. 23 and 24; while the other 
kind simply has a small hole about the size of a needle 
drilled through it. Should this hole become stopped up, 



LUBRICATOR DEFECTS 



99 



the lubricator will continue to feed until the tallow pipe is 
filled up, but the valve and cylinder will get no oil, and the 
first warning the engineer will have of this condition is 




C C C 

Fig. 21. — Nathan Bull's Eye Lubricator. 

when the valves and cylinder become dry. This trouble 
is seldom experienced with the ball valve plug. 

304. It has become the practice on most roads to take 
the choke plugs away from the lubricators, where they were 



100 



LUBRICATOR DEFECTS 



formerly located, and place them on the steam chest. 
This subjects the choke plug to the heavy vibration of 
the live steam in the steam chest; this vibration is much 
greater at the steam chest than it- is at the lubricator, 
because the vibration would not travel the length of the 
tallow pipe and exert the same power and wearing force 
that it exerts at the steam chest. Because of this con- 




Fig. 22. — Sight Feed Glass and Fittings for Nathan Lubricator. 



dition, the choke plugs quickly become worn to a larger 
size than they should be, if the lubricator feed valves 
are opened and set to feed at the proper rate when the 
engine is not using steam, and the throttle is then 
opened admitting steam to the steam chest the feed be- 



LUBRICATOR DEFECTS 



101 



comes slower and where the choke plug is badly worn will 
stop altogether. This condition works both ways. If the 
feeds are set while the engine is working steam, and the 
throttle is then shut off, the feed will increase, and if not 
regulated will soon drain the lubricator. 

This condition is very annoying to the engineer and ex- 








Fig. 23. — Choke Valve. 



Fig. 24. — Choke Valve, 
Sectional View. 



pensive to the company. Whenever this condition occurs 
report the choke plugs. 

Care should be exercised in the handling and operation 
of the lubricator. 

305. After filling the lubricator, the condensing valve 
should be opened at once, because the oil in the bowl will 
expand with the increased heat and if the condensing valve 
is closed the expanding oil is liable to burst the lubricator. 



102 McCORD FORCE FEED LUBRICATOR 

306. When it becomes necessary to fill a lubricator on 
the road and it is desired to have it operate as quickly as 
possible, place the amount of oil desired in the bowl and 
fill up with water. This will cause the lubricator to start 




Fig. 25. — McCord Force Feed Lubricator. 

to feed immediately after the steam and condensing valves 
are opened. 

THE McCORD FORCE FEED LUBRICATOR 

The McCord force feed lubricator differs greatly from 
other makes of lubricators not only in construction and 
operation, but in theory of its application as well. 



OPERATION McCORD FORCE FEED LUBRICATOR 103 

307. In general construction the lubricator has a 
reservoir to contain the oil. In this reservoir is placed 
a series of double plunger pumps. 

308. The pumps are operated by means of an eccentric 
rotated by a transformer, which, in turn, is operated by 
suitable connections to the rocker arm or valve stem. 

309. Referring to Fig. 27, the names of the different 
parts of the lubricator are as follows: A, reservoir; B, 
eccentric; C, eccentric rod; D, G, H, K, and L are ball 
check valves; E and F are pump plungers; /, delivery 
nipple to sight feed glass; V, sight feed glass; /, oil 
passage from sight feed glass; P, cross-head; Q, pump 
plunger adjustment nut; M, delivery pipe; N, terminal 
check; O, gravity valve; R, delivery passage; X, oil 
screen. 

310. To fill the lubricator, pour the oil into the reser- 
voir through filling screen at A. 

EXPLANATION OF OPERATION 

311. When eccentric B, Fig. 27, is rotated in either 
direction, the eccentric rod C is moved upward; this in 
turn moves the plunger F upward, drawing oil through 
the screen X, and above the ball check G, rotating the 
eccentric B still farther. The plunger F is driven down- 
ward, forcing oil past the ball check H, and out at point 
/, from where it drops through the sight feed V. 

As the plunger E moves upward, oil is drawn through 
the passage / (shown in dotted lines), from the sight feed 
and above the ball check D; then, as plunger E is driven 



104 McCORD LUBRICATOR ATTACHMENT 







ft 



Mt-COKD LUBKICATOR 



10,5 




Fig. 27. — McCord Lubricator Section Through One Pump. 



106 



McCORD LUBRICATOR 



downward, the oil is forced past the ball checks K and L, 
through the delivery pipe M, into the terminal check N, 
where the gravity valve O is lifted and the oil forced 
through delivery passage R. 

312. The feed is adjusted by lengthening or shortening 
the stroke of the pump; this is accomplished by the 




Fig. 28. — Transformer For McCord Lubricator. 



adjustment of the nut Q, which allows a greater or less 
amount of sliding of the cross-head P on the pump plunger 
E. 

313. Any individual pump may be operated by hand at 
any time, and one or more bearings can thus be given an 



THE TRANSFORMER 



107 



extra amount of oil with the machine in full operation, 
or when idle, and without changing the feed adjustment. 

THE TRANSFORMER 

314. Referring to Figs. 28 and 29, the names of the 
different parts of the transformer are as follows: F, 




Fig. 29. — Section Through Transformer. 

body; X, cover plate; C and L, packing glands; B, shaft; 
A, arm; S, pawl lever; E and G are pawls attached to the 
pawl lever, S; H and F are pawls which are pivoted on 
the cover plate; M, springs; D, ratchet wheel; / and J, 
miter gear wheels; K, shaft which connects to lubricator. 



108 



OPERATION OF THE TRANSFORMER 



OPERATION OF THE TRANSFORMER 

315. When in operation arm A receives a reciprocating 
or to-and-fro motion from the rocker arm or valve stem 
and imparts it to the shaft B. Mounted on the shaft B 
is a pawl lever S bearing the two pawls E and G which 




[Fig. 30'. — Transformer Ratchet. 



are held in mesh wittuthe ratchet D by the spring M. The 
ratchet D is keyed on the miter gear / by the key T and 
the whole, as one piece, is mounted loosely on the shaft B. 
Then the miter gear / meshes with the miter gear /, which 
is keyed on the shaft K, which rotates in the gland L. 
Now as the shaft B moves the pawl lever S in the direction 



OPERATION OF THE TRANSFORMER 109 

of the arrow Z, the pawls H and F, which are pivoted on 
the cover plate X, hold the ratchet D. Then as the pawl 
lever S moves in the direction of the arrow U the pawls 




Fig. 31. — How Oil is Applied to the Driving Box with the McCord 
Force Feed Lubricator. 



E and G engage the ratchet D and move it in the same 
direction. This in turn rotates the miter gear I which 
in turn rotates the miter gear / and the shaft K. 



110 THE STEAM GAUGE 

316. The transformer case is filled with grease so that 
the wear is reduced to a minimum. 

317. The packing glands C and L prevent leakage 
around the shafting. 

318. This lubricator requires no pressure in either the 
oil reservoir or sight feed glasses. 

319. When the engine stops lubricator stops. 

320. The reservoir can be filled while in full operation. 

321. The feed is adjustable from one drop in ten strokes 
to twenty drops in one stroke. 

322. The lubricator will pump against a pressure of 
more than three thousand pounds. 

THE STEAM GAUGE 

323. Boiler pressure, as shown by the steam gauge, is 
the pressure per square inch above atmospheric pressure. 

324. In order to find the absolute pressure on the boiler, 
add 14.7 pounds, the pressure of the attnosphere to the 
pressure indicated by the gauge; this will give the exact 
pressure on the boiler reckoned from a vacuum, but as 
there is 14.7 pounds of atmospheric resistance on the out- 
side of the boiler, there will be no internal force exerted 
by the steam until it equals the atmospheric resistance on 
the outside. For this reason the gauge is made to show 
the pressure above the pressure of the atmosphere instead 
of from a vacuum. 

325. Steam gauges for locomotives arc made with 
hollow curved tubes as shown in Fig. 32, with one end 
closed and curved to about the shape of a horse-shoe. A 



THE STEAM GAUGE 111 

pipe is connected to this curved tube. At the bottom of 
the gauge several coils are placed in this pipe and then 
connected to the boiler somewhere above the water line. 

326. The steam in this curved pipe condenses and the 
curves in it hold the water which is forced by the boiler 
pressure into the tube in the gauge, filling it with water. 
The end of this tube is connected to the spindle of the 




Fig. 32. — Steam Gauge, Sectional View. 

gauge pointer by means of small levers. When the pres- 
sure in the curved tube causes it to expand, the tube 
straightens out, moving the pointer around in proportion 
to the pressure on the boiler. 

327. If a leak should occur in the feed pipe draining 
the water out of the gauge and admitting dry steam, the 
gauge will not show the correct pressure on account of the 
expansion of the tube caused by the excessive heat of the 
dry steam. 

328. The steam gauge and the safety valves are set to 



112 GAUGE COCKS 

register the same maximum pressure. Should the safety 
valve not respond when the gauge shows the pressure at 
which the safety valve is set to raise, the safety valve 
should be reported and the gauge tested. If the gauge is 
found to be all right, the safety valve should be set to 
raise at the proper pressure. 

329. When the safety valve refuses to raise at the 
pressure for which it is set, it becomes a dangerous con- 
dition and care must be exercised to keep the pressure 
down within the limit of safety; if the safety valve is 
stuck, it can sometimes be loosened by tapping the valve 
case. 

GAUGE COCKS 

330. The gauge cocks are a set of three or four valves 
connected directly with the water in the boiler; they are 
placed at a convenient place on the boiler head so that the 
engineer can have easy access to them. 

331. The gauge cocks are used for the purpose of 
showing the exact level of water in the boiler. 

332. The water glass is used for the same purpose, but' 
must not be depended upon on account of the liability of 
sediment gathering in its connections and stopping the 
free circulation of the water through it. 

THE WHISTLE AND BELL 

333. The whistle and bell are used for sounding signals 
and warnings as prescribed by the standard book of rules 
and as required by law. 



THE WATER SUPPLY 



113 



334. The engineer is required 
to sound a warning when ap- 
proaching public road crossings 
at grade by two long and two 
short blasts of the whistle; the 
whistle must also be sounded at 
all w T histling posts. 

335. The engine bell must be 
rung when an engine is about to 
move and when approaching 
every public road crossing at 
grade and until it is passed. The 
unnecessary use of either the 
whistle or bell is prohibited. 

THE WATER SUPPLY 

336. The supply of water to 
the boiler should be as near the 
rate of evaporation as is possible 
in order to keep the required 
amount of water in the boiler. 
Enough water should be carried 
in the boiler at all times to insure 
safety, but care should be used to 
prevent flooding or priming, as 
water being forced through the cyl- 
inders washes all the oil off the 
walls of the cylinders and is liable to 
cause damage to the cylinder head. 

8 



vcungeiR's patSJt: 



114 THE WATER SUPPLY 

337. The proper depth of water to be carried in most 
boilers is about two gauges of water and one of steam. 

338. Great care should be exercised in supplying water 
to the boiler. As much coal can be saved by careful 
pumping as can be saved by the reverse lever and throttle. 

339. When steam is taken from the boiler to operate the 
injector it takes heat and pressure with it. 

340. About two cubic feet of steam are required to each 
gallon of feed water; the heat which has entered into the 
feed water has not been lost, but the boiler pressure has 
been reduced and it is necessary to create more heat to 
maintain the pressure. Therefore it can be readily seen 
that the greater the number of gallons of water pumped 
into the boiler in a given time, the greater the amount 
of heat necessary to keep up the pressure of steam in the 
boiler. 

341. To supply water to the boiler in the most economi- 
cal manner, the supply must not exceed the rate of con- 
sumption and the supply must be regular. 

342. No fireman can maintain a steady steam pressure 
and save fuel when the boiler is being pumped irregularly. 
Poor pumping is the cause of a great many engine failures, 
because the fireman cannot work to any advantage when 
compelled to have a very hot fire for a short time to keep 
up the pressure while the boiler is being filled with water 
and then have to let the fire die down to keep the steam 
from popping off all the time while a careless engineer 
allows the water to get lower and lower until compelled 
to put more water in the boiler to save the crown sheet. 

343. The careful, economical engineer will operate the 



WATER FOAMING 115 

injector and regulate the water supply just as carefully as 
he adjusts the reverse lever or throttle. 

WATER FOAMING 

344. Foaming is a very dangerous condition and when 
it occurs every precaution must be taken to prevent 
damage to the. crown sheet. 

345. This condition is usually first detected by the 
sound of the exhaust. 

346. The exhaust will sound almost the same as if the 
boiler had been over-pumped and the engines were work- 
ing water. The water will raise in the glass and the gauge 
cocks will all show some water. This condition is what 
causes foaming to be so dangerous. 

347. When the above condition occurs, test for foaming 
before shutting off the injector by easing off on the throttle, 
trying the gauge cocks at the same time; if the water 
drops down and the gauge cocks show steam it is pretty 
certain that the water is foaming. Keep the throttle open 
to hold the water up, stopping the train with the air if 
necessary; increase the water supply until certain that 
the crown sheet will be protected when the throttle is shut 
off. 

THE CAUSE OF FOAMING AND ITS REMEDIES 

348. Anything containing alkali, such as alkali water, 
soap, animal or vegetable oils or grease, will cause foaming; 
mineral oils as a general thing do not cause foaming and 
may be used to advantage in preventing foaming. 



116 RUNNING WITH BAD WATER 

349. Carbon oil has a tendency when injected into the 
boiler with the feed water to calm the water and cause it 
to settle to its proper level; the oil also has a tendency 
to loose the boiler scale and sediment which collects on 
the sheets and flues and make it easier to remove. 

350. Blue vitriol placed in the supply hose back of the 
strainer will help to modify the effects of the grease or 
oils in the water. 

351. When taking water allow the tank to overflow; 
this will remove the oils and grease which gather on the 
surface of the feed water. 

352. If the boiler has a surface cock it should be opened 
to skim the impurities from the surface of the water. 

353. If the blow-off cock is opened, great care should be 
exercised to prevent the water getting too low; the in- 
jectors should be put to work to maintain the water level 
while the blow-off cock is open. 

354. When it is desired to shut off the blow-off cock and 
scale prevents its being closed, open the valve a little more 
and then shut quickly. This will usually remove the 
scale and no trouble will be experienced in closing the 
valve. 

RUNNING WITH BAD WATER 

355. This condition calls for skillful handling by the 
engineer to protect his engine and still be able to move his 
train. To do this the water level should not be any higher 
than safety requires; the reverse lever should be set 
several notches lower than usual and the throttle should be 
run as near closed as the circumstances will permit. By 



PRIMING 117 

doing this, the water is not disturbed so much by the current 
of steam entering the throttle and the water will not be 
raised as much as if the throttle was wide open and the 
reverse lever near the center. Always use the cylinder 
cocks when the water is foaming to draw the water out of 
the cylinders and prevent damage to the cylinder heads. 
Do not fail to report bad or foaming water at the end of 
each trip; it may prevent an engine failure on the next 
trip. 

PRIMING 

356. Priming is caused ordinarily by over-pumping and 
may be detected by the sound of the exhaust which is not 
so sharp as usual, having a muffled tone. This condition 
is so similar to that of foaming that care, should be exer- 
cised until a test has been made for foaming. If the test 
shows priming, open the cylinder cocks, shut off the water 
supply, and ease off the throttle; run slow until the water 
level has been lowered. 

357. Priming is very detrimental to the engine, washing 
all the oil from the valves and cylinders, causing a great 
deal of friction, using more fuel and more oil to get the 
valves and cylinders properly lubricated again. Priming 
is liable to damage the cylinder heads because water can- 
not be compressed to any great extent and if water is in 
the cylinder the piston will force it against the cylinder 
head with such force as to damage the head. 



118 STEAM 

STEAM 

WHAT IT IS AND HOW GENERATED 

358. Steam is an elastic substance generated from 
water by the continual application of heat. 

359. Steam is generated at a temperature above 212 F., 
the exact temperature depending upon the pressure to 
which it is subject. 

360. With a boiler pressure of 180 pounds per square 
inch, the temperature of the water and steam in the boiler 
will be 379 F. 

361. The expansive properties of steam are such that 
at 180 pounds pressure it is capable of expanding from 
eight to twenty-six times its original volume, the amount 
of expansion depending upon the pressure to which it is 
subject when exhausted. 

362. The expansive property of steam is due to the 
heat which it has absorbed. This is proven by the fact 
that water and steam being forced from separate nozzles 
at 180 pounds pressure, the heat contained in the steam 
would cause it to expand, discharging from the nozzle 
at a velocity of about 3,600 feet per second, while the 
water containing no heat is not capable of expansion and 
reaches a velocity of only 164 feet per second, so that it 
can be readily seen that the steam is capable of doing 
much more work than the water from which it is 
generated. 

363. This also proves that the heat generated in the 
fire box and absorbed by the water is the real power that 



SUPERHEATED STEAM 119 

does the work and that the water is only a medium for its 
transportation. 

364. Steam is either saturated or superheated. 

365. Saturated steam is the steafri which is generated 
from the water in the boiler and contains just sufficient 
heat to keep it in the state of steam. 

366. The temperature of saturated steam depends upon 
the pressure under which it is generated and any loss of 
heat will cause some of the steam to revert to water. 

SUPERHEATED STEAM 

367. Saturated steam may be superheated by separating 
it from the water from which it is generated and adding 
more heat to it. 

368. In order to superheat steam it must be separated 
from the water in the boiler because any increase of heat 
will produce more saturated steam instead of superheating 
the steam already generated. 

369. The term saturated steam is often misunderstood, 
because all steam is either saturated or superheated. 

370. The steam which rises to the dome and passes 
through the throttle valve to operate the engines is called 
dry saturated steam. 

371. Dry steam is steam which has not more than three 
per cent of moisture. Steam having over three per 
cent of moisture is called wet steam. 

372. Superheated steam contains such an excess of 
heat that no moisture is apparent and may lose some heat 
without causing condensation, but just as soon as it loses 



120 STEAM AND HOW OPERATED 

all of its excess heat condensation begins to take place and 
the steam becomes saturated. 

HOW STEAM PASSES THROUGH THE ENGINE 
AND OPERATES IT 

373. Steam, being generated from the water in the 
boiler by the heat from the fire box, rises to the dome 
where it passes through the throttle valve into the dry 
pipe, through the dry pipe to the steam pipes in the front 
end, then through supply passages in the cylinder saddle 
to the steam chest, being admitted to the cylinder by a 
valve through a port in its seat. The steam entering the 
cylinder pushes the piston to the opposite end of its 
stroke; the valve now moves over so that a cavity in 
its face covers the supply port and the exhaust port in 
the valve seat. 

The steam, after doing its work in the cylinder, escapes 
through the same port through which it was admitted to 
the cylinder, then through the cavity in the valve and 
exhaust port in its seat to the monument stack and the 
open air. 

While the steam is passing from the end of the monu- 
ment in the smoke box to the stack, it creates a vacuum 
in the smoke box. Air rushing in through the fire box 
and flues to supply this vacuum acts as a blower on the 
fire. 



PARTS OF LOCOMOTIVE * 121 



NAMES OF PRINCIPAL PARTS OF THE LOOS- 
MOTIVE 

374. It is necessary for the student to be thoroughly 
familiar with the names of the different parts of the loco- 
motive so that he may be able to know just what he is 
talking about on examinations and when making out his 
work reports. 

375. The Boiler. — Outer fire box, inner fire box, flues, 
smoke box, barrel, throat sheet, mud ring, water leg, 
boiler head, flue sheet, side sheets, crown sheet, door 
sheet, fire door, hook and latch, fire door chain, fire door 
damper, gauge cocks, hand hole plates, blow-off cock, 
washout plug, friction plates, stay bolts, crown bolts, 
radial stays, dry pipe, nigger head or steam pipe tee, draft 
apron, steam pipes, netting, monument, stack, spark 
hopper, smoke box door, number plate, head light, head 
light brackets, signal lamps, signal lamp brackets, signal 
flag brackets, hand rail, sand box, sand pipes, sand lever, 
sand blower, dome, safety valve, whistle, bell, bell ringer, 
spider, globe valve, injectors, injector steam pipe, injector 
feed pipe, branch pipe, boiler check valve, squirt pipes and 
hose, steam gauge, throttle valve, throttle stem, throttle 
lever, throttle packing, throttle packing gland, surface 
cock, blower valve, blower pipe, air pump steam valve, 
cab lamp, cab lamp bracket, lubricator, lubricator steam 
valve and pipe, tallow pipes, grate bars, grate bar rack, 
grate bar shaker, ash pan, ash pan dampers, damper rods, 
boiler lining, boiler jacket, cab, running board, etc. 



122 PARTS OF LOCOMOTIVE 

376. The Engine. — Main frames, pedestal jaws, pedestal 
braces, cylinders, cylinder saddle, steam chest, valve, valve 
yoke, balance strips and springs, friction plate, valve seat, 
steam ports, exhaust ports, back cylinder head, front 
cylinder head, piston rod, piston head, cylinder packing 
rings, follower head, piston packing, piston packing gland, 
piston packing spring, guide bars, cross-head, cross-head 
shoes, cross-head gibbs, cross-head wrist pin, guide yoke, 
main rod, main rod brass, main rod key and liner, main 
pin, main wheel, main driving box, main axle, wedges, 
shoes, counterbalance back driving wheel, main driving 
wheel, intermediate driving wheel, front driving wheel, 
engine truck, engine truck center casting, bull nose, pilot, 
pilot brace, bumper beam, marker brackets, back driving 
box, main driving box, intermediate driving box, front 
driving box, truck boxes, oil cellars, driving springs, truck 
springs, trailer truck, equalizers, spring hangers, side 
rods, side rod knuckle joint pin, valve stem and yoke, 
valve stem packing and packing gland, valve stem key, 
rocker shaft, transmission rod, transmission rod hangers, 
link, link block, link hanger, link saddle, saddle pin, for- 
ward motion eccentric rod, back motion eccentric rod, 
eccentric straps, eccentric blocks, tumbling shaft reach 
rod, reverse lever, quadrant, cylinder cocks, cylinder cock 
rigging, tail casting, friction plate, chafing block, chafing 
block spring, brake shoes and rigging, tender, coal pit, 
water cistern, man-hole, man-hole lid, tank valve, tender 
trucks, draw bar, tool box, safety bars, draft timbers, etc. 



Part Three 

LOCOMOTIVE BREAKDOWNS AND 
THEIR REMEDIES 

377. The first thing to do when an accident or break- 
down occurs is to protect against further trouble by flagging 
all tracks until the extent of the injury or trouble has been 
ascertained, after which the flag can be recalled if not 
needed. 

378. The next most important move is to clear the main 
track as quickly as possible to avoid delay to other trains. 

379. If the engine cannot be moved and the accident 
is a serious one, which will occasion considerable delay, 
notify the proper authorities as soon as possible so that 
means may be taken to clear the track. 

Nearly all railroads have steam derricks and wreck 
trains ready at all times for immediate use and would 
rather have the wreck train called to clear the wreck than 
to have the system blocked even for a short time while 
the train crew was trying to clear the track without 
sufficient help or tools to do the work. However, 
conditions vary on different systems and engineers 
must conform to the rules in force on their respective 
roads. 



123 



124 FRONT CYLINDER HEAD 



FRONT CYLINDER HEAD 

380. If a front cylinder head is knocked out and the 
piston not damaged, clamp the valve on center, disconnect 
the valve stem and proceed on one side, with the light 
engine. It is not considered practical to try to haul cars 
with one of the large engines on one side, because of the 
trouble of getting it off center in case it should stop on the 
dead point. When the cylinder head is broken out the 
cylinder can easily be oiled through the broken part, but 
if the cylinder cannot be oiled through the broken head 
keep the lubricator working and move the valve to one 
side, occasionaHy uncovering the port to the cylinder. 
The oil which has been gathering in the steam chest will 
pass through the port and lubricate the cylinder; then 
cover the ports again, clamping the valve stem, and proceed 
under ordinary conditions. An engine will run 28 to 30 
miles without oiling without danger of cutting. Keep 
the cylinder cocks open on the damaged side. 

BACK CYLINDER HEAD 

381. If a back cylinder head is badly damaged, place 
the valve on center, disconnect and clamp the .valve stem, 
take down the main rod, push the cross head to the rear 
end of the guides and block it there. Guide blocks are 
usually furnished for this purpose, but in case they should 
not be, a piece of boaid fit in between the cross-head and 
the guide block will answer the same purpose; the board 
can be lashed to the guide with a piece of bell cord to keep 



CROSS-HEAD 125 

it from losing out. In some cases with certain classes of 
engines when the main rod is taken ddwn, it is necessary 
to place small strips of wood around the main pin between 
the collar and the side rod to keep it from slipping side- 
ways far enough to do damage to the rods; then proceed 
on one side, keeping the cylinder cocks open on the dis- 
abled side. 

CROSS-HEAD 

382. If the cross-head is broken so badly that it will not 
slide safely in the guides, place the valve on center, dis- 
connect and clamp the valve stem; take down the main 
rod and block the cross-head at the back end of the guides; 
open the cylinder cocks on the disabled side. 

In any case, where the main rod is taken down, always 
block the cross-head so that it will not slide back and 
forth in the guides as it might knock out a cylinder head 
or damage the guides. Blocking the piston at one end 
of the cylinder with steam, by placing the valve to one 
side of the center so that steam will enter the cylinder on 
one side of the piston only, is a bad practice and should 
not be followed because of the liability of the piston moving 
when the throttle is shut off and the engine drifting, and 
when steam is used again the piston would be forced back 
with such force as to result in serious damage. 

MAIN ROD 

383. If a main rod should be bent or broken, remove 
the rod, clamp the valve on center, disconnect the valve 
stem, and block the cross-head. 



126 SIDE RODS 



SIDE RODS 



384. If a forward or back connection is broken, take 
down the broken part, also the corresponding part on the 
other side. 

385. If a main connection is broken, take down all side 
rods on both sides, in all cases when it is necessary to 
remove a side rod. The corresponding rod on the other 
side must be taken down to prevent damage to the rods. 

MAIN PIN 

386. If a main pin is broken off at the wheel, remove all 
side rods on both sides and the main rod on the damaged 
side; disconnect the valve stem and clamp the valve on 
center and block the cross-head on the damaged side. 
Reduce the steam pressure, place the reverse lever at full 
stroke, use a light throttle and proceed, moving the engine 
with one main rod. When this condition occurs with a 
large engine with heavy rods, and it is important to clear 
the main track, send for assistance immediately and pre- 
pare the engine to be towed in. 

FRONT, BACK, OR INTERMEDIATE PINS 

387. If a front, back, or intermediate pin is broken, 
proceed the same as for a broken front, back, or main side 
rod connection. 



MAIN AXLE 12? 



MAIN AXLE 

388. If a main axle is bent or broken between the 
frames, take down the main and all side rods on both 
sides, block the cross-heads, take down both main box oil- 
cellars and block between the pedestal braces and the axle, 
raising the wheels off the rail. To do this place a block 
between the top of the intermediate driving box and the 
frame, then place wedges on the rail in front of the inter- 
mediate wheels; when assistance arrives have the engine 
moved, running the intermediate wheels up on the wedges. 
This will lift the main wheels off the rail because of the 
blocks placed between the pedestal brace and the axle; 
now place blocks of sufficient length under the main wheels 
so that they will not drop off the blocking when the engine 
is moved to let the intermediate drivers down off the 
wedges. Xow place more blocking between the pedestal 
brace and the main axle, move the engine so that the 
blocking under the main wheels can be removed, and the 
engine is ready to be towed in with the main wheels 
suspended. 

389. If the main axle is broken off just outside the box 
the wheel would, of course, be removed in this case, to 
level up the axle. The end of the axle and driving box 
may be raised by means of a long lever with a chain around 
the axle and over the short end of the lever, using the engine 
frame as a fulcrum; blocking can then be placed under the 
axle. 



128 FRONT AXLE 



FRONT AXLE 



390. If the axle is broken between the frames it will be 
necessary to disconnect the side rod connections on both 
sides. Block between the top of the intermediate driving 
boxes and the frame, then remove the oil cellars and 
block between the pedestal braces and the axles of the 
disabled wheels. With engines having long truck equal- 
izers block between the frame and the ends of the equalizer 
cross suspension bar. 

391. If the wheel is broken off outside of the driving 
box, remove the wheel and the front side rod connections 
on both sides. Level up the axle and driving box on the 
broken side by blocking between the pedestal brace and 
axle. Place a block between the top of the intermediate 
box and the frame on the broken side and a wedge be- 
tween the frame and spring saddle of the broken axle. 
The engine is now ready to be moved. 

INTERMEDIATE AXLE 

392. If an intermediate axle is broken between the 
frames it will be necessary to suspend the wheels. Take 
down all side rods and block between the pedestal brace 
and axle. Place a block between the top of the front driv- 
ing box and the frame, then run the front driver up on 
wedges. Now block between the top of the main driving 
box and frame, then run front drivers off the wedges, 
reduce the steam pressure, and the engine is ready to be 
moved. 



REAR AXLE 129 



REAR AXLE 



393. If a rear axle is broken or damaged so that it will 
not turn or carry its share of the weight, remove the back 
side rod connections on both sides. Remove the oil cellars 
from the back driving boxes and block between the 
pedestal brace and the axle; then block between the top 
of the main driving box and the frame; now place a cross 
tie across the space from the engine to the tender deck; 
place a heavy chain around the tail casting and the cross 
tie; this will transfer some of the weight of the engine to 
the tender. If the main drivers have blind tires and the 
engine is of the large heavy class, the best and safest plan 
is to use an emergency truck to support the weight and 
guide the rear of the engine to keep it on the track. If an 
emergency truck cannot be secured saw off two pieces of 
cross tie and wedge between the tender and engine, one 
on each side; this will make the tender and engine rigid 
so that the tender trucks will guide the rear of the engine. 
Run very slowly and carefully to avoid derailing the 
engine. 

394. If a rear wheel is broken off outside of the driving 
box, disconnect the back connections of the side rods and 
block the same as for an axle broken between the frames. 
Leave the opposite wheel on the rail; place a heavy chain 
around the frame on the disabled side and fasten to the 
tender on the opposite side. This will hold the flange of 
the good wheel against the rail. Always remember to 
cut out the driver brake when a driving wheel or axle is 
disabled. 

9 



130 BROKEN TIRE 

BROKEN TIRE 

395. When a tire breaks, suspend the wheel the same 
as for a broken axle; the wheel can be raised to block up 
for a broken tire by running the wheel up on wedges and 
then blocking between the pedestal, brace, and the axle, 
then block between the spring saddle and the frame; 
block between the driving box and frame of the driver 
next to the disabled one. 

It is not considered safe to leave the side rods up that 
are connected to a suspended wheel. 

TO REMOVE FRONT SIDE ROD CONNECTION 

396. To disconnect and remove the front side rod of 
an H-6a or H-6b engine, disconnect at the knuckle joint. 
Now move the engine until the pin is on the top quarter; 
now dig the dirt from between two ties, place the end 
of the disconnected rod in the hole, and move the engine 
back; this will turn the rod upside down. Now remove 
the oil cellar from the front driving box and run the 
intermediate driver up on a wedge, moving the pin to the 
bottom quarter at the same time. The rod can now be 
slipped off the pin under the guides. The reason for 
turning the rod upside down is to get the oil- or 
grease-cup on the under side so that it will not inter- 
fere with the guide. The intermediate driver is run 
up on a wedge so that the front driver will drop down 
as low as possible to permit the removal of the rod 
under the guides. 



BROKEN VALVE YOKE 131 

397. Another way is to disconnect the front end of the 
main rod, pushing the cross-head forward. Move the 
wheel so that the pin will be on the back center, when 
the rod can be removed and the main rod connected up 
again. 

TO REMOVE THE VALVE STEM PIN FROM THE 
ROCKER ARM 

398. As many engineers know, this is sometimes a very 
hard and aggravating task. If a pinch or claw bar can 
be secured, place a block so that the end of the pin can 
be used as a fulcrum for the bar. Then strike the rocker 
arm on the same side as the head and just under the pin. 
This method has proved successful when all other means 
at hand have failed. 

BROKEN VALVE YOKE 

399. Should a valve yoke break, disconnect and clamp 
the valve stem the same as if the yoke was not broken; 
now remove the relief valve or plug from the front of the 
steam chest and with a bar shove the valve back against 
the part which has been clamped; now cut a piece of 
wood of the proper length and drive in against the valve. 
Cut the piece of wood so that the relief valve or plug may 
be screwed into place and solid against the blocking; 
this will place the valve central on its seat covering the 
ports. Disconnect the cylinder cock rigging, blocking the 
cylinder cocks open on the disabled side. Proceed with 
one side working. 



132 BROKEN SPRING 



MAIN STEAM VALVE, STEAM PIPE, OR STEAM 

CHEST 

400. If a main steam valve, steam pipe, or steam chest 
is badly damaged or broken, it will be necessary to be 
towed to the shop. Keep enough steam on the engine 
to operate the lubricator and it will not be necessary to 
disconnect unless the broken part interferes with the 
movement of the valves. 

BROKEN ECCENTRIC STRAP OR ROD 

401. In case one eccentric strap or rod is broken, both 
straps and rods on the disabled side must be taken down 
and the top of the link tied to the tumbling shaft or some 
other support. Clamp the valve on center on the damaged 
side and proceed. 

BROKEN SPRING, SPRING HANGER, OR 
EQUALIZER 

402. If a spring, spring hanger, or equalizer is broken, 
remove all loose parts, block between the driving box and 
the frame in order to level up the engine. With some 
classes of the large engines now in use the equalizers have 
been placed so near the frames that when a spring or 
hanger breaks the equalizer will come in contact with the 
frame in such a way as to keep the frame from riding the 
driving box. In this case remove the loose parts and 
proceed. 



WALSCHAERT VALVE GEAR 133 

403. If a long truck equalizer breaks, run the inter- 
mediate drivers up on wedges and block between the front 
driving boxes and the frame; now run the intermediate 
drivers off the wedges, remove the broken parts of the 
equalizer, and proceed. 

BROKEN REVERSE LEVER, REACH ROD, LINK 
HANGER, OR TUMBLING SHAFT 

404. Should any of these parts be broken with the 
Stephenson valve gear, place a block in the link on top 
of the link block. The block should be long enough to 
give the desired cut off; then place another block below the 
link block to prevent the block slipping in the link. To 
reverse the engine change the position of the block in the 
link. 

BREAKDOWNS OF THE WALSCHAERT VALVE 

GEAR 

405. The Walschaert valve gear, on account of its 
simple construction, does not often break down. The 
valves used with this gear are just the same as those used 
with other styles of valve gears. 

406. In explaining the breakdowns of the Walschaert 
valve gear it is well to remember that the rules for break- 
downs are just the same for engines equipped w r ith the 
Walschaert valve gear as for the Stephenson gear, up to 
the point where it is necessary to disconnect the valve 
stem when the valve is clamped central on its seat. 



134 BROKEN ECCENTRIC ROD 

407. When the valve gear itself is not injured but for 
some other cause, the valve must be clamped central on 
its seat. Place the valve stem cross-head central in its 
guide; the valve will then be central on its seat with both 
ports covered; clamp the valve stem by cocking the pack- 
ing gland or by placing a thin strip of wood or iron be- 
tween the valve stem guide and valve stem cross- head and 
clamping it there. Now remove the bolt from the front 
end connection of the radius rod 7, Fig. 9, to the combina- 
tion lever 9. 

Disconnect the lift shaft connection 14 to the radius rod 
at d, dropping the radius rod and link block to the bottom 
of the link, 5, now remove the eccentric rod 6, then move 
the front end of the combination lever 7 up out of the way 
of any movable part, now move the engine slowly and if 
the cross-head pin does not strike the combination lever 9, 
it will not be necessary to disconnect union link 10, but 
if the cross-head pin interferes with the combination lever 
9, the union link 10 must be taken down and the lower 
end of the combination lever 9 moved forward to clear 
the cross-head and then wired to the back cylinder cock. 

BROKEN ECCENTRIC ROD 

408. If eccentric rod 6 breaks, remove the broken parts, 
clamp the valve on center, disconnect the lift shaft 14 
from the back end of the combination lever at d, drop the 
link block and combination lever to the bottom of the 
link, disconnect the union link 10, and wire the lower end 
of the combination lever 9 to the cylinder cock as there 



BROKEN RADIUS ROD 135 

will be no motion imparted to the link or upper end of the 
combination lever. It will not be necessary to disconnect 
the front end of the radius rod 7. 

BROKEN ECCENTRIC CRANK OR LINK EX- 
TENSION 

409. For a broken eccentric crank or link extension, 
proceed the same as for a broken eccentric rod. 

BROKEN LIFT SHAFT OR RADIUS ROD HANGER 

410. Disconnect the broken parts and set the reverse 
lever in the position at which it will give the desired cut- 
off, then measure the position of the block in the opposite 
link, then cut two pieces of w T ood and fit in the link above 
and below the link block so that it will be in just, the same 
position as the opposite link block. Do not have the 
blocks too long or they will bind on the link block; a 
quarter of an inch clearance will not be too much. When 
necessary to reverse the engine change the position of the 
blocks in the link. 

BROKEN RADIUS ROD 

411. If a radius rod is broken in front of the link remove 
the broken parts, clamp the valve on center, disconnect 
the radius rod hanger at d, and if the part in front of the 
link block is long enough wire it up out of the way; if 
not long enough, take it down, leaving the eccentric rod 



136 BROKEN CROSS-HEAD 

up. If the combination lever interferes with the cross- 
head pin disconnect the union link and wire the combina- 
tion lever to the cylinder cock. 

BROKEN CROSS-HEAD ARM 

412. If a cross-head arm, 11, should break remove the 
union link, clamp the valve on center, then wire the com- 
bination lever so that it will not interfere with the cross- 
head, disconnect the lifting link from the rear end of the 
combination lever, dropping the link block to the bottom 
of the link, disconnect the eccentric rod and proceed on 
one side. For a broken union link, 10, proceed in the 
same manner as for a broken cross-head arm. 

BROKEN COMBINATION LEVER 

413. Remove the union link; if the lever is broken 
near the lower end, wire the remaining part forward, out 
of the way of movable parts, and proceed as for a broken 
cross-head or union link. 

BROKEN CROSS-HEAD 

414. When necessary to remove the main rod, as for 
a broken cross-head, clamp the valve on center, remove 
the eccentric rod, 6, and disconnect the back end of the 
combination lever 7, block the cross-head and proceed, 
working one engine. 



TESTING FOR BLOWS 137 

Some engineers prefer to block the radius rod and link 
block in the center of the link instead of taking down the 
eccentric rod. In cases where it is necessary to disconnect 
the radius rod-hangers this method is practical, but where 
blocks are not furnished for the purpose it usually takes 
more time to find wood and prepare the blocks than it 
would to take down the eccentric rod. For this reason 
it is considered preferable to take down the eccentric rod, 
except in cases where the engine can be used by blocking 
the link block. 

In disconnecting the Walschaert valve gear a great deal 
depends upon the manner and extent of the injury. This 
gear, being on the outside of the engine frames, is more 
liable to damage by coming in contact with objects which 
do not clear the engine than other gears and for this reason 
is often twisted into such shapes as to call for the greatest 
knowledge and ability of the engineer in disconnecting. 
In such cases the engineer should follow his best judgment 
in the matter as he will be held responsible for any further 
damage which may be caused by his lack of knowledge 
or ability to take care of conditions as he finds them, even 
though no established rule will apply. 

TESTING FOR BLOWS 

To test for blows with the inside admission piston valve 
proceed in the following manner: 

415. Place the main pin just a little in front of the 
bottom quarter line and the reverse lever in the center of 
the quadrant; the valve is now central on its seat. Set 



138 ' TESTING CYLINDER PACKING 

the driver brake and open the cylinder cocks; now give 
the engine steam, and test for valve- blows first. 

416. If steam appears at either cylinder cock the inside 
packing ring is blowing on that side; if steam also blows 
through to the stack it indicates that the end or exhaust 
ring is blowing; when a continuous blow occurs and no 
steam appears at the cylinder cocks while the valve is 
central on its seat, it is a uretty sure guess that the by-pass 
valve is blowing. 

TO TEST THE CYLINDER PACKING 

417. With the engine in the same position as that de- 
scribed for testing the valve, place the reverse lever in the 
full forward position, moving the valve forward, uncover- 
ing the front steam port admitting steam to the front end 
of the cylinder; if steam blows through to the back end of 
the cylinder, steam will appear at the back cylinder cock 
and the exhaust. To prove this test place the reverse 
lever in the full back position and give the engine steam; 
the valve is now admitting steam to the rear end of the 
cylinder; if steam blows through to the front end of the 
cylinder, blowing at the front cylinder cock and the stack, 
it confirms the first test. 

418. To test for blows with an outside admission piston 
or balanced slide valve, proceed the same as described for 
an inside admission valve. The only difference being 
that the position of the valve when moved from its central 
position on its seat, will be just the opposite of the inside 
admission valve, as the full forward position of the inside 



TESTING CYLINDER PACKING 139 

admission valve will admit steam to the front steam port 
end exhaust it from the back port, while the outside ad- 
mission valve would be in the full back position to admit 
the steam to the front port and exhaust it from the rear 
port. 

419. There are several kinds of blows for which there 
is really no practical road test, as they are so similar in 
sound and appear at the same time in the test. When 
these blows occur, test for all the blows which can be 
located with some certainty and then report the steam 
valve and chest examined for the others. Some of these 
blows for which there is no absolutely sure test are a sand 
hole from the steam to the exhaust passage, a cracked 
bridge, balance strips blowing, or when both ends of the 
valve and the cylinder packing blow at the same time. 
This condition calls for an examination of the parts. 

420. A cylinder packing blow has a muffled tone or 
roar, w T hile a valve blow is sharp and distinct. A cylinder 
packing blow will be intermittent, commencing just after 
the main pin has passed the center and continuing with 
increased volume until the pin has reached a point near 
the top or bottom quarter. In the forward motion the 
blow will appear while the pin is between the forward 
center and the bottom quarter and between the back 
center and the top quarter. 

If in the back motion, the blow will occur while the pin 
is between the forward center and the top quarter and be- 
tween the back center and the bottom quarter. 

421. A valve blow will be more continuous, with a little 
variation of sound during full exhaust port opening. 



140 POUNDS— HOW LOCATED 

POUNDS— HOW LOCATED 

422. Inspect the engine carefully for loose or broken 
parts; then place the engine on the top quarter, set the 
brakes and give the engine a little steam, have the fireman 
throw the reverse lever ahead and then back a few times. 
While the engine is being thumped, as it is commonly 
called, the engineer should note the lost motion of each 
connection of the rods, brasses, cross-head, etc. Now 
release the brakes and repeat the thumping process, noting 
the lost motion of the driving boxes, condition of the 
wedges, etc. By this test the engineer can readily dis- 
cover all pounds and either remedy them or make an in- 
telligent report. 

DRIVING BOX ADJUSTMENT 

423. In order to keep the centers of the different driving 
axles in tram or an equal distance apart (so that they will 
work in perfect harmony with each other), the driving 
boxes which are fitted to each journal are placed between 
the jaws of the frame or pedestals. Shoes are placed be- 
tween the pedestal jaws and the driving box to keep the 
jaws from wearing. An adjustable wedge is placed between 
the back shoe and pedestal jaw of each box. By means 
of this wedge the lost motion of the driving boxes can be 
taken up and the wheel and pin centers kept in tram. 
The adjustment of wedges is a very important matter, as 
a wedge out of place causes a very severe pound and strain 
on the frame, side rods, and pins. The shoes should be 



DRIVING BOX WEDGES 141 

kept well oiled so that the driving boxes will move up and 
down with as little friction as possible when the wheels 
strike uneven places in the track. 

DRIVING BOX WEDGES 

424. Driving box wedges should be adjusted by placing 
the engine on the top or bottom quarter; thump the boxes 
away from the back shoes and hard against the front 
shoes; now set up the wedges as far as they will go, then 
draw them down far enough to allow the boxes to move 
in the shoes without sticking. If the wedges are set up 
too tight the boxes will stick in the shoes; this will cause a 
very rough riding engine and is liable to damage the 
frames. With a driving box stuck in the shoes the engine 
will ride just the same as if it had no spring support for 
that box. 

THE THROTTLE VALVE COCKED OR 
DISCONNECTED 

425. If the throttle valve becomes cocked, or will not 
shut off tightly, apply brakes and open throttle wide, then 
close it quickly; this will often remove scale which has 
lodged in the valve. 

426. If the throttle valve becomes disconnected while 
running and it does not seat, set the brakes at once, then 
place the reverse lever in the center of the quadrant and 
reduce steam pressure as quickly as possible. 

427. After the steam pressure has been reduced to such 
an extent that the reverse lever can be safely handled, 



142 THROTTLE VALVE DISCONNECTED 

open the cylinder cocks, set the brakes and move the re- 
verse lever quickly ahead, then back on center. This will 
cause a sudden movement of steam through the throttle 
valve and will sometimes cause it to close. If this means 




Fig. 34. — Throttle Valve Case. 

is not effective place the train on the nearest siding and 
notify the proper authorities. 

428. The engine may be run in to the terminal, under 
its own steam, but it is not good policy to try to handle a 



SAND AND ITS USE 143 

train, especially with the large class of engines, any farther 
than to get it off the main track. 

429. One of the quickest and most effective ways of re- 
ducing steam pressure is to blow steam back through the 
overflow pipe of one injector, supplying water to the boiler 
with the other one; open the fire door and open the blower 
valve a little to cool the furnace. Use the reverse lever and 




Fig. 35.— Throttle Valve. 

brakes to control the movement of the engine. Great care 
must be used not to slide the wheels and flatten the tires. 

430. If the throttle is closed when it becomes disconnect- 
ed, send for assistance at once and prepare to be towed in. 
Keep enough steam on the boiler to operate the lubricator 
and it will not be necessary to disconnect the engine. 

SAND AND ITS USE 

431. Sand is used for the purpose of increasing the 
friction between the wheel and the rail; this increased 



144 SAND AND ITS USE 

friction will increase the adhesion and prevent the slipping 
of the drivers; it also increases the friction of the brake 
shoes against the wheels, reducing the speed of the train 
much more quickly than if no sand was used. 

432. There are several different styles of devices for 
applying sand to the rails. There is the old hand lever 
device, which is still retained in connection with the new 
pneumatic sanders, so that when they get out of order the 
hand lever can be used. 

433. Great care should be exercised in using sand. 
While sand is at times a necessity, a little is better than 
none at all, but too much is almost as bad as none; because 
the sand when used in too large quantities retards the 
rolling of the wheels and increases the resistance of the 
train to such an extent that if the engine is loaded very 
near to its total tractive power, it will stall the engine. 

434. The hand lever sander is very hard to regulate 
and for this reason other devices are used which distribute 
the sand more uniformly and can be regulated to feed 
light or heavy as may be desired. 

435. The use of sand on the movable parts of an inter- 
locking plant is positively prohibited. 

436. When an engine slips, do not use sand until the 
engine has stopped slipping, ease off on the throttle until 
the slipping stops, then drop sand and open the throttle 
gradually; the reason for not dropping sand while the 
engine is slipping is that if the wheels were stopped 
suddenly it might result in damage to the rods or pins and 
might slip the tires on the wheels. To avoid trouble take 
the safe course and run no risk. 



MALLET ARTICULATING COMPOUND 145 



THE MALLET ARTICULATING COMPOUND 
LOCOMOTIVE * 

GENERAL CONSTRUCTION 

437. In general construction the Mallet (Mallay) type 
of locomotive, named after its inventor, consists of two 
engines placed under one boiler. 

438. The driving wheels are divided into two groups 
and each group is rotated by a separate pair of cylinders, 
arranged on the compound system. 

439. The high-pressure cylinders drive the rear group of 
wheels and the low-pressure cylinders the forward group. 

440. With this arrangement the wheel base is necessarily 
long; therefore to provide the required flexibility, the front 
frames are hinged to the rear frames at a point on the 
center line of the engine, between the high-pressure 
cylinders. 

441. The boiler is held in rigid alignment with the rear 
frames and the forward end or overhang is supported on 
the front frames by sliding bearings. With these engines 
two such bearings are provided. 

442. The forward bearing is fitted with controlling 
springs, which are thrown into compression when the 
front group of wheels are displaced on a curve; these 
springs thus tend to hold the front group of wheels in 
alignment with the boiler. 

443. In this type of locomotive the receiver pipe con- 

* Descriptive extract from B. of L. E. Journal, by permission of the 
Editor. Mr. C. H. Salmons. 
10 



146 MALLET ARTICULATING COMPOUND 




O 

o 
U 










3 



MALLET ARTICULATING COMPOUND 147 

necting the high- and low-pressure cylinder and the exhaust 
pipe connecting the low-pressure cylinders with the smoke 
box, are necessarily provided with flexible joints. These 
joints are very simple in construction and as they are 
subject to very moderate steam pressure, they are easily 
kept tight. 

444. The boiler is straight-topped, 84 inches in diameter. 
The fire tubes are 21 feet long, they terminate in a com- 
bustion chamber 54 inches long, in front of which is a feed 
water heater 63 inches in length. 

The tubes in the feed water are set in alignment with 
ihe fire tubes and are equal to them in number and 
diameter. 

445. Water is supplied to the heater by two Nathan 
simplex type R injectors. The heater is thus kept con- 
stantly filled. The feed water leaves it through an outlet 
on the top center line and enters the boiler through two 
checks, placed right and left immediately back of the front 
tube sheet. 

446. The feed water is provided with one consolidated 
safety valve set to open at a pressure of 22c pounds. 

447. The combustion chamber is entirely unobstructed 
and is provided with a manhole, so that it may be 
easily entered. The tube ends are thus readily ac- 
cessible. 

448. The combustion chamber is surrounded by a 
separable joint. This is effected by riveting a ring to each 
boiler section and uniting the rings by 42 bolts if inches 
in diameter. 

449. The rings are butted with a Y-shaped fit. The 



148 MALLET ARTICULATING COMPOUND 




o 
pq 



9 



MALLET ARTICULATING COMPOUND 149 

entire design is so arranged that the locomotive can be 
readily separated into two sections. 

The dome is made of cast steel and is placed immediately 
above the high-pressure cylinders. 

450. The throttle valve is of the usual balanced type and 
communicates directly with two external pipes, which 
convey the steam to the high-pressure steam chests. 

451. The exhaust from the high-pressure cylinders 
passes into two horizontal pipes which lead forward to the 
smoke box, where is installed a reheater of the Baldwin 
type. This device is arranged in two sections one for each 
cylinder. Each section consists of twx> drums, one placed 
in the top and the other in the bottom of the smoke box 
and these drums are connected by rows of curved tubes, 
among which the hot gases circulate, before they enter the 
stack. 

452. The steam flows through successive groups of these 
tubes and is thus dried and reheated before entering the 
low-pressure cylinders. 

In this way condensation in these cylinders which are of 
large size and much exposed to the cooling effects of the 
atmosphere, is avoided. 

453. The steam enters the reheater at the front end of 
the device and passes successively through six groups of 
tubes. It then enters a T connection, from which it is 
conveyed to the low-pressure cylinder, through a single 
pipe having a ball joint at each end and a slip joint in the 
middle; the slip joint is fitted with a gland and made tight 
with metallic packing. 

454. Each low-pressure cylinder is cast separately and 



150 MALLET ARTICULATING COMPOUND 

is bolted and keyed to a large steel box casting, which ex- 
tends from frame to frame. 

This casting is suitably cored out to convey the steam 
from the receiver pipe to a pair of short elbow pipes, mak- 
ing final connection with the low-pressure steam chest. 
The exhaust then passes out through the front end of each 
cylinder casting into a T connection and then passes to the 
exhaust nozzle through a second flexible pipe. 

455. The slip joint in this pipe is made tight by means 
of snap rings and leakage grooves. 

At the smoke box end, the ball joint is fitted with a 
coiled spring which holds the pipe against its seat. 

456. Both the high- and low-pressure cylinders are fitted 
with 15-inch piston valves. 

457. The high-pressure cylinders are lubricated by one 
Nathan No. 9 triple bull's eye sight feed lubricator, which 
is placed in the cab. 

458. While the low-pressure cylinders are lubricated 
by two Hart force feed oil pumps; these are driven from 
the valve motion of the front engine and the necessity of 
using flexible oil pipes for the front cylinders is thus 
avoided. 

459. Both the high- and low-pressure valves are operated 
by the Walschaert valve gear and is set at 5-16 lead for all 
the cylinders. 

460. Reversing is effected by the Ragonet power gear 
and both high- and low-pressure valve motions are con- 
trolled simultaneously. 

461. This gear is operated by compressed air and the 
air cylinder is placed on the right-hand side of the loco- 



MALLET ARTICULATING COMPOUND 151 

motive, immediately in front of the cab. Admission of 
air to this cylinder is controlled by a hand lever, convenient 
to the engineer; when this lever is set for any particular 
point of cut-off, the gear automatically locks itself in the 
corresponding position. 

The piston of the air cylinder is directly connected to 
the high-pressure reverse shaft; the latter is coupled to the 
low pressure reverse shaft by a single reach rod, placed on 
the center line of the engine. 

This reach rod is provided with a universal joint, so that 
it can accommodate itself to the position of the forward 
group of wheels when the engine is curving. 

462. The hinge pin connecting the front and rear frames 
is 7 inches in diameter. It is placed on the center line of 
the engine, between the high-pressure cylinders and is in- 
serted from below. The upper end of the pin has a bear- 
ing in the high-pressure cylinder saddle and the lower end 
in a cast steel cross tie which spans the lower rails of the 
rear frames. 

The front frames are connected to the pin by a cast 
steel radius bar of most substantial construction. 

463. The front frames are stopped immediately ahead 
of the leading driving pedestals, where they are securely 
bolted to the large steel box casting previously mentioned. 
To this casting is bolted the forward bumper beam, which 
is of cast steel 10 feet in length. The maximum width 
over the cylinder castings is approximately 11 feet. 

464. The boiler is supported on the front frames by 
two bearings, both of which have their sliding surfaces 
normally in contact. 



15% MALLET ARTICULATING COMPOUND 

465. The front bearing carries the centering springs 
and the wear is taken in each case by a cast iron shoe, two 
inches thick. 

466. Both bearings are fitted with clamps, to keep the 
frames from falling away when the boiler is lifted. 

467. Westinghouse brake equipment is used and separ- 
ate brake cylinders are provided for each group of driving 
wheels. 

468. Air is supplied by two 8^-inch cross compound 
compressors. 

469. The cylinder cocks are operated by compressed 
air, as are the sanders. The rear group of wheels receive 
sand from a box placed over the boiler and the forward 
group from two rectangular boxes placed over the front 
deck plate. 

470. These engines are practically equivalent to two 
consolidated type locomotives combined into one. They 
are handled much the same as an ordinary engine. 

471. In order that full power may be developed in 
starting, it is necessary to admit steam direct from the 
boiler to the low-pressure cylinders. This is accomplished 
by opening the starting valve in the cab, thus admitting 
steam through a 1 J-inch pipe, to the receiver pipe leading 
from the superheater to the low-pressure cylinders. 

472. As soon as the engine is under way and the high- 
pressure cylinders are exhausting into the receiver pipe, 
the starting valve should be closed and the engine worked 
entirely compound. 

473. In the event of a break-down on the road, a loco- 
motive of this type is handled in practically the same way 



MALLET ARTICULATING COMPOUND 153 

as an ordinary single-expansion engine. Either one of the 
high- or low-pressure main rods may be taken down and 
the engine run with three cylinders, provided the valve 
on the disabled side is placed in mid position. 

474. In the event of cutting out one high-pressure 
cylinder, the starting valve should be left open. This will 
increase to some extent the power developed in the low- 
pressure cylinders. In all other respects the rules which 
apply to the care, operation, and break-downs of single- 
expansion engines apply as well to this one. 

475. The Mallet engine is merely two single-expansion 
locomotives coupled together. One receives its supply 
of steam from the boiler and the other from the exhaust of 
the first engine. 

476. The greatest feature of this locomotive is the 
changes which have been made in the construction of the 
boiler, which enables one boiler to do the work of and take 
the place of two. 



154 MALLET TYPE LOCOMOTIVE 

477. General dimensions of the double consolidated 
Mallet type locomotive, class E-3. 

Gauge 4 ft. 8 J inches. 

Cylinders 26 x 30 inches and 40 x 30 inches 

Valves Balanced Piston 

Boiler Type Straight 

Diameter 84 inches 

Working pressure 200 lbs. 

Fuel Coal 

Fire Box Length 126 inches. 

Width 78J inches 

Depth. . . . .front 75 J inches, back 70! inches 

Thickness of Sheets. 

Sides f inch. 

Back f inch. 

Crown f inch. 

Tube I inch. 

' Tubes — Numbers 401 

Diameter 2 J 

Length . 21 ft. o inches. 

Heating Surface 

Fire Box 232 sq. ft. 

Tubes 4,94i sq. ft. 

Feed Water Heater Tubes . .1,220 sq. ft. 

Total 6,393 sq. ft. 

Grate Area 68.4 sq. ft. 

Feed Water Heater Tubes. 

Number 401 

Diameter 2 J inches 

Length 5 ft. 3 inches. 

Driving Wheels. 

Diameter outside 57 inches 

Diameter center 50 inches. 

Journals, main 11x12 inches. 

Journals, others 10x12 inches 



MALLET TYPE LOCOMOTIVE 155 

Engine Truck Wheels. 

Diameter, front 30 J inches. 

Journals 6x10 inches 

Diameter, back 30^ inches. 

Journals 6x10 inches. 

Wheel Base. 

Driving 39 ft. 4 inches. 

Rigid 15 ft. o inches. 

Total Engine 56 ft. 7 inches, -♦ 

Total Engine and Tender. . .81 ft. 6 inches. 

Weight. 

On Driving Wheels 394,150 lbs. 

On Truck, front . . 14,500 lbs. 

On Truck, back 1 7, 2 5° lbs. 

Total Engine 425,900 lbs. 

Total Engine and Tender, 

about 596,000 lbs. 

Tender. 

Wheels, number 8. 

Wheels, diameter ^^ inches. 

Journals 6x11 inches. 

Tank capacity 9,000 gallons. 

Fuel capacity 10 tons. 

Engine equipped with Baldwin smoke box superheater, 
Superheating Surface 655 sq. ft. 



Part Four 
AIR BRAKES 

478. A brake is any device used for the purpose of re- 
tarding or stopping the rotation of the wheels of a vehicle. 

479. A brake which is operated by manual labor is 
called a hand brake. 

480. A brake which is operated by compressed air, 
steam, vacuum, hydraulic, or electric power is a power 
brake. 

481. The hand brake and the power brake are usually 
combined on cars and locomotive tenders, but only the 
power brake is used on the engine. 

482. An air brake is a mechanical brake system operated 
by compressed air. 

483. The principal parts of the air brake system are: — 
The air pump which compresses the air. The main 
reservoir which is used for storing, cooling, and draining 
the water and dirt out of the air. 

The engineer's brake valve, which regulates the flow of 
air from the main reservoir to the train pipe for charging, 
supplying, and releasing the brakes. The necessary piping 
and hose coupling on the engine and tender and through- 
out the train. 

The auxiliary reservoir, which is supplied with air from 
the train pipe through the triple valve. Air is thus stored 

156 



AIR BRAKES 157 

in the auxiliary reservoir for use in applying the brakes 
on its own vehicle. 

The triple valve, which is actuated by the variation of 
train pipe pressure is in turn regulated by the position of 
the engineer's brake valve and is used for setting and re- 
leasing the brakes upon its own vehicle. 

The pump governor, which regulates the supply of steam 
to the air pump. The air gauge, which shows the main 
reservoir pressure and train line pressure. 

The slide-valve feed-valve, which regulates the train 
pipe pressure when the engineer's automatic brake valve 
is in running position. 

The reducing valve, which reduces the pressure admitted 
to the signal system and straight air brake valve. 

The pressure retaining valve which is used to prevent 
a part or all of the air from being discharged from the 
brake cylinder, after an application of the brakes has been 
made and the brake valve is returned to release position 
for the purpose of recharging the train pipe and auxiliary 
reservoir. 

Angle cocks, which are placed in the train pipe at the 
ends of the cars and the rear of the tender to prevent train 
pipe pressure from escaping when the hose couplings are 
disconnected. 

Cut out cocks, which are placed in the different pipe 
connections on the engine and tender and in the branch 
pipe on each car and which are used for purposes here- 
inafter explained. 



158 AIR BRAKES 



THE WESTINGHOUSE AIR BRAKE SYSTEM 

484. The air pump is a small automatic engine and air 
compressor combined, its only dependence on the other 
parts of the locomotive being the steam which operates it. 

485. The air which it compresses is used to operate the 
straight and automatic systems on the engine and tender 
and the automatic system throughout the train. 

486. There are two'systems of air brakes — the straight 
and the automatic. 

487. With the straight air system the air compressed by 
the pump is stored in a large reservoir and when it is de- 
sired to apply the brakes, air is admitted to the train line 
and brake cylinders direct from the main reservoir, by 
means of a three-way cock. 

488. When it is desired to release the brakes the three- 
way cock is turned so that air will escape through it from 
the brake cylinders and train line to the open air. 

489. In the automatic system the air compressed by 
the pump is stored in the main reservoir, train line, and 
auxiliary reservoirs. When it is desired to apply the 
brakes a reduction of train line pressure is made by means 
of the engineer's automatic brake valve. 

This reduction of pressure in the train line causes a 
movement of the triple valve, which admits air from the 
auxiliary reservoir to the brake cylinder, setting the brakes. 

490. To release the brakes the engineer's brake valve 
is moved to release position, allowing air to flow from the 
main reservoir to the train line. 



AIR BRAKES 159 

The increase of pressure in the train line forces the 
triple valves back to their normal position, allowing the 
pressure in each brake cylinder to escape to the open air. 

491. The straight air system admits air to the train line 
to set the brakes and exhausts the air from the train line to 
release the brakes. 

492. The automatic system exhausts air from the train 
line to set the brakes and supplies air to the train line to 
release the brakes. 

493. The straight and automatic systems are sometimes 
combined on the locomotive and tender, by placing a 
double check valve in the junction of the automatic and 
straight air pipes to the brake cylinder pipe. They can 
thus be operated independently of each other, although 
attached to the same common system. 

THE WESTINGHOUSE 9 f INCH AIR PUMP 

494. The principal parts of the 93-inch Westinghouse 
air pump are as follows : — 

Steam Cylinder, 61; Air Cylinder, 63; Steam Piston 
and Head, 65; Air Head, 66; Main Valve, 83; Pistons, 
77 and 79; Reversing Valve, 72; Reversing Rod, 71; Re- 
versing Plate, 69; Inlet Valves, 86a and 86b; Discharge 
Valves, 86c and 86d; Drain Cock, 105; Oil Cock, 98; 
Air Strainer, 106; Reverse Valve Cap, 74. (Fig. 38.) 

495. Steam from the boiler flows through passage A to 
chamber A above main valve 83 and between pistons 77 
and 79 and through passage C to chamber C in which is 
reversing valve 72. 



160 NINE AND ONE-HALF INCH AIR PUMP 



The supply and exhaust of steam to and from the steam 

cylinder is controlled by 
the main valve 83 which is 
a D type of slide valve. It 
is operated by two pistons 
77 and 79, of unequal di- 
ameters and connected by 
stem 81. 

The movement of these 
two pistons and valve 83 
are controlled by reversing 
valve 72, which is in turn 
operated by the main steam 
piston 65 by means of the 
reversing rod 71 and the 
reversing plate 69. 

When steam enters 
chamber a main slide valve 
83 and pistons 77 and 79 
are moved to the right, un- 
covering passage B in the 
valve seat and permitting 
steam to flow through pass- 
age B and B-2, which leads 
to the bottom of the steam 
cylinder under the main 
steam piston head, forcing 
it upward. 

When steam piston 65 is 

Fig. 38. — o^-Inch Air Pump, , , e , i 

Showing Reversing Valve. at the bottom of the Cyl- 




NINE AND ONE-HALF INCH AIR PUMP 161 

inder, reversing plate 69 has engaged the button on the 
end of reversing rod 71 and moved reversing valve 72 to 
its lower position. 

Chamber D is now connected with main exhaust passage 
D through ports H reversing valve exhaust cavity H and 
ports F F. 

Therefore as chamber E at the left of piston 79 and 
chamber D at the right of piston 77 are both connected to 
the exhaust, steam in chamber A, exerting the greater 
pressure against piston 77 moves it to the right, moving 
main slide valve 83 with it. The main valve 83 is now r 
admitting steam below piston 65, forcing it upward, and 
steam above piston 65 is exhausted through ports C ex- 
haust cavity B in main valve 83 and ports D D to the ex- 
haust. x\s the piston is forced upward the reversing plate 
69, coming in contact with the shoulder on reversing rod 
71, raises it, moving reversing valve 72 to the upper end of 
its stroke, uncovering port G. 

Steam from chamber C then enters chamber D through 
ports G G of the bushing. The pressure upon the two 
sides of piston 77 is thus equalized or balanced. There 
is no pressure except exhaust steam in chamber E and 
piston 77, being balanced, steam in chamber A forces 
piston 79 to the left, permitting steam to flow from A to C 
on top of piston 65. 

496. The air end of the pump is operated by means of 
the piston rod 65 and air piston 66. 

When the piston in the air cylinder is moved upw r ard 
by the action of the steam in the steam cylinder, a vacuum 
is created below the piston head 66. 
11 



162 NINE AND ONE-HALF INCH AIR PUMP 




Fig. 39. — oj-inch Air Pump, Showing Main Valve. 



EIGHT AND ONE-HALF INCH COMPRESSOR 163 

The atmospheric pressure now lifts the lower supply 
valve 866, rushing into the cylinder to supply the vacuum 
created when the piston starts on the return stroke. The 
air thus drawn into the cylinder wdll be forced through the 
bottom discharge valve 86d into the main reservoir. 

At the same time air is rushing into the cylinder through 
the top receiving valve 86a. This air will be compressed 
and forced into the main reservoir through the top dis- 
charge valve 86c on the upward stroke. 

WESTINGHOUSE 8^INCH CROSS COMPOUND 
COMPRESSOR 

497. In general construction the 8J-inch compound 
compressor consists of two steam and two air cylinders. 
The steam cylinders, one high-pressure and one low-pres- 
sure forming the top and one high-pressure and one low- 
pressure air cylinder forming the bottom part. 

The high-pressure steam piston and the low-pressure 
air piston are joined by one piston rod, while the low- 
pressure steam piston and high-pressure air piston are 
joined by one rod. 

The high- and low-pressure steam pistons are both 
actuated by one piston valve, placed in the top head of the 
compressor. This valve is constructed with a large head 
on the right-hand end and a small head on the left-hand 
end with three intermediate piston heads of a uniform size. 
This piston valve is in turn controlled by a reversing valve 
22 and reversing rod 21. 



164 CROSS COMPOUND COMPRESSOR 



THE STEAM END 

498. The steam which operates the high-pressure steam 
piston is exhausted into the low-pressure steam cylinder, 
where it expands and operates the low-pressure steam 
piston. 

Steam enters through passage a, chamber b, and passage 
g, to the lowxr end of the high-pressure steam cylinder, 
forcing the high-pressure steam piston and low-pressure 
air piston upward. 

When the high-pressure steam piston 7 completes its 
upward stroke, reversing valve plate 18 engages the 
shoulder on reversing rod 21, forcing it upward, moving 
reversing valve 22 covering the port to passage m y stopping 
the exhaust of steam from chamber d, at the same time 
uncovering the port to passage n, permitting live steam to 
flow from passage a to chamber d. The steam pressure 
is now equalized on both sides of the large piston head 
and the pressure against the right side of the small piston 
head 25 moves the valve to the left, admitting steam to the 
top of the high-pressure steam cylinder and forcing the 
piston downward. The steam from below piston 7 is now 
being exhausted through passage g, cavity i } and passage 
/ into the lower end of the low-pressure steam cylinder, 
forcing piston 8 upward. The steam on top of piston 
8 is exhausted to the atmosphere through passage d, 
cavity h, and passage E. 

The high-pressure steam piston in completing its down- 
ward stroke, the reversing plate 18 engages the button on 



CROSS COMPOUND COMPRESSOR 



165 



STEAM py 
EXHAUST \y 



AIR DISCHARGE 



STEAM INLE? 




40 38 

Fig. 40. — 8J-Inch Cross Compound Compressor, Up Stroke. 



166 



CROSS COMPOUND COMPRESSOR 



STEAM fSS) 



air discharge 



STEAM INLET 




Fig. 41. — 8J-Inch Cross Compound Compressor, Down Stroke. 



CROSS COMPOUND COMPRESSOR 167 

the end of reversing rod 2*1, pulling it down, moving revers- 
ing valve 22 to its lower position, closing the port leading 
to passage n, shutting off the supply of live steam, and con- 
necting passage m y cavity q, and passage 1, exhausting the 
steam from cavity d. There now being no pressure at the 
outer ends of the valve the pressure against the inside of 
the right-hand head being greater than that against the 
inside of the left-hand head, the valve is moved to the right 
and the reverse movement again takes place. 

Just as the low-pressure steam piston has completed its 
upward stroke steam is by-passed through three by-pass 
grooves from the lower to the upper side of the low-pressure 
steam piston, thereby preventing an accumulation of back 
pressure in the lower end of the high-pressure cylinder. 
This also occurs at the opposite end of the stroke as de- 
scribed : 

499. The Air End. — When the low-pressure air piston 
9 is moved upward a vacuum is created in the lower end 
of the cylinder and atmospheric air rushes in through air 
inlet /-/raising valve 38 to fill the space below the piston. 
At the same time piston 9 is forcing the air above it 
through the intermediate valves 39, into the upper end of 
the high-pressure air cylinder. As the movement of the 
pistons reverses, the air w T hich was drawn into the cylinder 
by piston 9 is compressed and forced through intermediate 
valves 40 into the bottom of the high-pressure air cyl- 
inders and atmospheric air is supplying the space in the 
upper end of the low-pressure cylinder through inlet 
valve 37. 

The air which was forced into the high-pressure air 



168 AIR PUMP GOVERNORS 

cylinder on the upward stroke of the low-pressure piston, 
is compressed and forced through passage v, discharge 
valve 41, and passage w, to the discharge pipe and main 
reservoir. The air which was forced into the lower end 
of the high-pressure cylinder by the downward stroke of 
the low-pressure piston will now be compressed and forced 
out through passage v, valve 42 and passage w, to the ex- 
haust and main reservoir, by the return stroke of the high- 
pressure piston. 

500. The 8 J-inch cross compound compressor has a 
capacity over three times greater than the 9^-inch pump, 
while the steam consumption per cubic foot of air com- 
pressed is but one-third. 

AIR PUMP GOVERNORS 

501. An air pump governor is an automatic power valve 
used for controlling the admission of steam to the air pump. 

502. There are several designs of air pump governors, 
but the designs in most general use are the single-top 
governor and the double-top governor known as the 
S-F4. 

503. The governor is placed in the main steam supply 
pipe to the air pump. 

504. The Single Top Governor: The pipe connections 
are (see right-hand head, Fig. 42) : 

B. steam supply pipe connection to the boiler. 
P. is the steam pipe connection to the air pump. 
M R. is the main reservoir air pressure connection. 

505. When the D 8 brake valve is used M R is connect- 



AIR PUMP GO YEP NOR S 



169 



ABV* 




-MR 



Fig. 42. — S F-4 Pump Governor. 



170 AIR PUMP GOVERNORS 

ed to train pipe pressure instead of main reservoir 
pressure. 

506. The adjustment of the governor is accomplished 
by means of adjustment nut 18, which regulates the tension 
of adjustment spring 19 upon diaphragm 20. While the 
tension of spring 19 is greater than the air pressure exerted 
in chamber a, against the underside of diaphragm 20, it 
holds the small pin valve d to its seat. 

507. When the air pressure in chamber a becomes great- 
er than the tension of adjustment spring 19, diaphragm 
20 will be raised, unseating the small pin valve d, permitting 
air from chamber a to flow into the chamber above piston 
6, forcing it down, seating steam valve 5, stopping the 
flow of steam to the air pump. 

When the air pressure in the main reservoir falls below 
the pressure at which the adjustment spring 19 is set to 
maintain, spring 19 will force diaphragm 20 down, seating 
pin valve d. 

The air in the chamber above piston 6 is then exhausted 
through vent port c. Piston 6 is now raised by spring 9 
and the steam pressure under valve 5 opens it, permitting 
steam to flow from the boiler to the air pump. 

During the time that pin valve d is unseated and steam 
valve 5 is closed, there is a continuous leakage of air 
through vent port c. At the same time steam is flowing 
through a small port in valve 5 to the air pump. This 
steam causes the pump to operate slowly, supplying the air 
leakage from vent port c, keeping the air pump warm and 
free from condensation. 

A drip pipe is connected at x to the chamber immediately 



AIR PUMP GOVERNORS 171 

below piston 6, for the purpose of permitting any steam 
that may leak past piston 6 to escape to the atmosphere. 

THE S F AIR PUMP GOVERNOR 

508. The S F pump governor is constructed with two 
regulating heads and one operating steam valve. 

509. The reason for having two regulating heads on this 
governor is that during most of the time on a trip the brake 
valve is in running position and a high excess pressure is 
not desirable, but when the brakes are applied and a higher 
excess pressure is desired to release and recharge the train 
line, then the pump will start and pump up from ten to 
twenty pounds more of excess pressure. 

510. The excess pressure head is adjusted to stop the 
pumps at the minimum excess pressure desired in the main 
reservoirs, while the automatic brake valve is in running, 
release, or holding positions. 

511. The maximum pressure head is adjusted to stop 
the pumps at the maximum pressure desired in the main 
reservoirs, when the automatic brake valve is in the service, 
lap, or emergency position. 

512. The maximum pressure head of the S F governor 
is just the same as the single top governor. The tension 
of the regulating spring 19 is adjusted at about no 
pounds for freight service and 140 pounds for pas- 
senger service. 

513. The difference in the construction of the excess 
pressure head from that of the maximum pressure head is, 
that feed valve pressure is admitted through connection 



172 AIR PUMP GOVERNORS 

F V P to the top of the governor head around adjustment 
spring 27 above diaphragm 28. 

514. The tension of adjustment spring 27 is adjusted at 
30 pounds. Therefore if the feed valve pressure is 70 
pounds and the tension of the spring 30 pounds the com- 
bined pressure on top of diaphragm 28 will be 100 pounds. 
Thus the pressure on top of diaphragm 21 will hold the 
small pin valve to its seat, until the main reservoir pressure 
is equalized through its connection with the main reservoir 
(through the automatic brake valve, while the brake valve 
is in release, running, or holding positions). When the 
reservoir pressure slightly exceeds the combined pressure 
of the feed valve and the tension of the adjustment spring, 
it will raise the diaphragm and pin valve, allowing air to 
flow to chamber b above the governor piston, forcing the 
latter downward, compressing its spring, and closing steam 
valve 5. 

When main reservoir pressure in chamber d becomes 
reduced the combined spring and air pressure above the 
diaphragm 28 forces it down, seating its pin valve. 

As chamber b is always open to the atmosphere through 
small vent port c, the pressure in chamber b above the 
governor piston will then escape to the atmosphere. As 
there is now no pressure on top of the governor piston it 
will be raised by the combined tension of the spring under 
it and the steam under valve 5, raising valve 5 from its seat 
and permitting steam to flow to the pump. 

The main reservoir connection through the automatic 
brake valve to chamber d is open only when the auto- 
matic brake valve is in release, running, or holding posi- 



AIR PUMP GOVERNORS .173 

tions. In all other positions the flow of reservoir air to 
this governor head is cut out. 

515. The maximum pressure head connection marked 
M R is connected to main reservoir pressure and is always 
in direct communication with the main reservoirs. 

516. When the excess pressure head is cut cui by moving 
the handle of the automatic brake valve to the right of 
holding position, the maximum pressure head will control 
the pump. As the maximum head is now in control and 
its adjustment spring 19 is adjusted at a tension of 10 
pounds more than the combined air and spring pressure in 
the excess pressure head, the pin valves in both governor 
heads are now held to their seats, allowing steam valve 5 to 
open and steam to flow to the pump. 

When main reservoir pressure in chamber a exceeds the 
tension of adjustment spring 19 diaphragm 20 will raise its 
pin valve, allowing air to flow to chamber b, above the gov- 
ernor piston, closing valve 5, and stopping the flow of 
steam to the pump. 

517. There is a small port in steam valve 5, the same as 
that in the steam valve of the single-top governor through 
which steam flows to the pump, operating it slowly, to keep 
it warm and prevent an excess of condensation from gath- 
ering in the pump. 

518. Each governor head has a small vent port c, from 
which air escapes to the atmosphere whenever present in 
chamber and passage b. To prevent the unnecessary waste 
of air at times when it is necessary to maintain a pressure 
in this chamber, one of these ports should be plugged. 

519. To adjust the excess pressure head of the S F 



174 ENGINEER'S BRAKE VALVES 

pump governor, place the automatic brake valve handle 
in running position, then remove cap nut 25 and turn ad- 
justing nut 26 until the tension of spring 27 gives the de- 
sired difference between main reservoir and brake pipe 
pressures. 

520. To adjust the maximum pressure head, place the 
automatic brake valve handle on lap position, then remove 
cap nut 17 and turn adjusting nut 18 until the tension of 
spring 19 causes the governor to stop the pump at the 
maximum main reservoir pressure desired. 

ENGINEER'S BRAKE VALVES 

THE STRAIGHT AIR BRAKE VALVE OR THREE-WAY COCK 

521. This brake valve is the most simple of any of the 
devices used for the control of compressed air on the 
locomotive. 

522. It is called a three-way cock because it does three 
things. 

523. First, it applies the brakes by permitting reservoir 
air to flow direct from the main reservoir to the brake 
cylinders. 

Second, it holds the air in the brake cylinders until it is 
desired to release it. 

Third, it releases the air from the brake cylinders to the 
atmosphere. The position of the ports in the three-way 
straight air valve are indicated by marks on top of the plug. 

524. When the handle is turned to the right communica- 
tion is established between the main reservoir and the 
brake pipe to the brake cylinders. 



AUTOMATIC AND STRAIGHT AIR BRAKE 175 

525. When the valve is turned to the left the flow of air 
from the main reservoir to the train line is cut off and the 
air which was admitted to the train line and brake cylinders 
is held there until the handle of the valve is moved a little 
farther to the left, then communication is established from 
the train line and brake cylinders to the atmosphere 
through the brake valve. 

THE COMBINED AUTOMATIC AND STRAIGHT 
AIR BRAKE 

526. The combined automatic and straight air brake is 
a device by which either the automatic or straight air 
valves may be used to apply the brakes on the engine and 
tender. 

527. The pressure to operate the straight air brake is 
taken from the main reservoir which supplies the pressure 
to the automatic system. A reducing valve is placed in 
the supply pipe between the main reservoir and the straight 
air valve; this reducing valve is adjusted at 45 pounds 
which is the maximum pressure that can be placed in the 
brake cylinders by the use of the straight air valve. 

528. A double-seated check valve is placed in the pipe 
connections of the automatic and straight air systems be- 
tween the triple valve and the brake cylinder, so that when 
either the automatic or straight air is used it will have to 
pass through the double-seated check valve to and from 
the brake cylinder. 

529. When the automatic valve is used, air from the 
triple valve entering the double-seat check valve forces it 



176 AUTOMATIC BRAKE VALVES 

to the right, closing the straight air ports, preventing any 
escape of air through the straight air valve, and at the same 
time opening the ports at the automatic end of the valve, 
permitting air to flow directly to the brake cylinder. 
s 530. When making either an automatic or straight air 
application, the double seated check valve will automati- 
cally move to the proper position. 

531. The parts of the straight air portion of this com- 
bined brake equipment are: The engineer's straight air 
brake valve. The reducing valve. Double-seated check 
valves. Safety valve and special hose connection. 

532. The safety valve is used for the purpose of reducing 
the excess pressure in the brake cylinder and train line, 
when from any cause the pressure in the brake cylinder 
exceeds the maximum pressure desired. 

AUTOMATIC BRAKE VALVES 

533. The automatic brake valve contains three valves. 
They are: 

534. First, the rotary valve which is operated by the 
brake valve handle, the movement of which causes the 
ports, passages, and cavities in the rotary valve to register 
in a predetermined manner with the ports in the valve seat. 

535. Second, the equalizing discharge valve which is 
actuated by the movement of the rotary valve and auto- 
matically controls the flow of air from the brake pipe to 
the atmosphere in making a service application of the 
brakes. 

536. Third, the feed valve which automatically con- 



AUTOMATIC BRAKE VALVES 177 

trols the pressure admitted to the brake pipe when the 
brake valve is in running position. 

537. To apply the brakes to make an ordinary stop, 
move the brake valve handle from running to service 
position; after a sufficient reduction is made return handle 
to # lap position (which covers all ports) , and hold there 
until it is desired to make a further reduction of train line 
pressure or to release the brakes. 

538. If it is desired to make a further application of the 
brakes return the brake valve handle to service position, 
but if it is desired to release the brakes, move the brake 
valve handle to release position where it may be left long 
enough to insure the full release of all the brakes, then re- 
turn to running position to prevent overcharging the train 
line. 

539. To apply the brakes in the emergency position, 
move brake valve handle as far to the right as it will go 
and leave it in that position until the train has come to a 
full stop. 

540. In the emergency position the train line and 
auxiliary pressures are at once combined in the brake 
cylinders, causing the pressure in the brake cylinders to 
be considerably in excess of that obtained by the service 
application. 

541. As the train line and auxiliary pressures are the 
same, the higher pressure is obtained in the brake cylinders 
by the emergency application on account of the large 
volume of air in the train line and its instantaneous ad- 
mission to the brake cylinder, where it joins the air from 
the auxiliary reservoir, thereby raising the pressure in the 

12 



178 THE G-6 BRAKE VALVE 

brake cylinder above that obtained by the service applica- 
tion. 

542. When the brake valve handle is in full release the 
air feeds directly from the main reservoir through the 
brake valve to the train line. 

543. When the brake valve is in running position, the 
air passes through the feed valve attachment which auto- 
matically shuts off the flow of air to the train line or brake 
pipe when it has reached a pressure of 70 pounds in freight 
service and no pounds in passenger service. 

THE G-6 TYPE OF ENGINEER'S BRAKE VALVE 

RELEASE POSITION 

544. When the brake valve handle is in release position, 
main reservoir pressure entering the brake valve at Afi? 
through passage a, fills the cavity above the rotary valve 
14, holding it to its seat; air will now pass through port a, 
in the rotary valve cavity b y in its seat then through cavity 
c, in the rotary valve and down through port 1,1, to the 
train pipe under equalizing piston 18. 

At the same time air is passing through port j in the 
rotary valve and e in its seat to cavity d, air is also flowing 
through port a, in the rotary cavity b, in its seat cavity c, 
in the rotary and port g in its seat to cavity d, thus equaliz- 
ing the pressure on equalizing piston 18, holding it to its 
seat. Port r in the rotary valve is now in register with the 
direct exhaust passage; main reservoir pressure thus flow- 
ing to the atmosphere makes a warning sound to notify 
the engineer that the brake valve is in full release position. 



THE G-6 BRAKE VALVE 



179 



If the brake valve is allowed to remain in the full release 
position the brake pipe will become overcharged, the train 
pipe and main reservoir pressures equalizing. 

In order to prevent the overcharging of the train pipe, 




Fig. 43. — Release Position G-6 Automatic Brake Valve* 



the brake valve handle must be moved to running 
position. 

Cavity d above the equalizing piston is always in direct 
communication with the equalizing reservoir; therefore 



180 



THE G-6 AUTOMATIC BRAKE VALVE 



; pressure and volume of air in cavity d are always the 
me as that in the equalizing reservoir. 
The equalizing reservoir is thus connected to cavity d 
for the purpose of increasing the volume of air on top of 




Fig. 44. —Running Position G-6 Automatic Brake Valve. 

equalizing piston 18, so that in making service applications 
of the brake, a more uniform and gradual reduction can 
be made than would be possible with the small volume of 
air contained in cavity d alone. 



RUNNING POSITION OF G-6 TYPE 181 

RUNNING POSITION G-6 TYPE 

545. Main reservoir pressure is always present on top of 
rotary valve 14. 

When the brake valve handle is in running position 
main reservoir pressure passes down through port / in the 
rotary valve to port / in the seat, thence through / and / 
to the slide valve feed valve attachment, then through the 
slide valve feed valve to the train pipe, below equalizing 
piston 18. At the same time cavity c in rotary valve 14 is 
over port g (in the rotary seat) which leads to chamber d; 
causing the pressure to be equal above and below the 
equalizing piston 18. 

SERVICE APPLICATION POSITION G-6 TYPE 

546. When the brake valve handle is placed in service 
application position, all ports permitting main reservoir 
pressure to pass through the brake valve are closed. 

At the same time a small groove in the face of rotary 
valve 14 has opened communication between ports e and 
k in the rotary seat. 

Port e leads to chamber d above equalizing piston 18. 

Port k leads to the exhaust passage. Air is then per- 
mitted to flow from chamber d and the equalizing reservoir 
to the atmosphere, reducing the pressure on top of equaliz- 
ing piston 18. The train pipe pressure below equalizing 
piston 18 now being greater than that above it, the piston 
is moved upward, unseating its stem, permitting air from 



182 



RUNNING POSITION OF G-6 TYPE 



the train pipe to flow through port m,n,n y to the train pipe 
exhaust e x. 

When sufficient air has been exhausted from the train 
pipe, to slightly reduce the train pipe pressure on the 




Fig. 45. — Service Application G-6 Automatic Brake Valve. 

underside of equalizing piston 18 below the pressure re- 
maining in chamber d, equalizing valve 18 will be forced 
to its seat by the greater pressure in chamber d, thus 
shutting off the train pipe exhaust. 



EMERGENCY POSITION G-6 TYPE 183 

LAP POSITION G-6 TYPE 

547. When the brake valve handle is in lap position, 
all ports are closed, there being no passage of air either 
to or from the train pipe. 

EMERGENCY POSITION G-6 TYPE 

548. When the brake valve handle is placed in the 
emergency position, ports 1 and 1 cavity c and main ex- 
haust port k are placed in direct communication with each 
other, permitting train pipe pressure to flow directly to 
the atmosphere. At the same time chamber d and the 
equalizing reservoir are opened to the atmosphere through 
preliminary exhaust port e, a small groove in the rotary 
valve and groove h in its seat, which leads to exhaust port 
k. When an emergency application of the brake is made 
equalizing piston 18 does not move and there is no exhaust 
from the train pipe service exhaust port. The reduction 
of train pipe pressure through the direct application and 
exhaust port is so great that the pressure is instantly re- 
duced below piston 18. The pressure in chamber d being 
exhausted through the preliminary exhaust port, is ex- 
hausted much slower than the train pipe pressure, thus 
the greater pressure in chamber d holds equalizing piston 
18 to its seat. 

THE E T LOCOMOTIVE BRAKE EQUIPMENT 

549. The Westinghouse E T locomotive brake equip- 
ment was first introduced in 1905, since which time it has 
been considerably changed and improved. 



184 EMERGENCY APPLICATION G-6 BRAKE VALVE 

550. The two designs of the E T locomotive brake 
equipment which are now in use are designated as the 
No. 5 E T equipment and the No. 6 E T equipment. 

The No, 6 E T equipment is a modification of the No. 5, 



Fig. 46. — Emergency Application G-6 Automatic Brake Valve. 

to accomplish the same results by simpler means, as well 
as to embody certain other advantageous features. 

551. The only difference in manipulation between the 
No. 5 and the No. 6 equipment is that on the second 



AUTOMATIC REDUCING VALVE 



185 



yg Pipe Tap 
24 >Al 



Ex e. 
Exhaus t 20 j 




Fig. 47. — Automatic Reducing Valve., 



180 AUTOMATIC REDUCING VALVE 

engine in double heading the No. 6 brake valve handle 
remains in running position, as with the old standard G-6 
brake valve, instead of in lap position as with the No. 5 
equipment. 

552. One of the advantages of this equipment is that 
the brake valves can be taken apart for repairing or clean- 
ing without removing any of the pipe connections. 

553. The automatic brake valve used with the E T 
equipment has one more position than the G-6 type, called 
holding position. This position is placed just between 
running and lap and is used for holding the brakes applied 
on the engine and tender while the train brakes are released 
and the auxiliary reservoirs recharged. 

554. This action is accomplished by means of a dis- 
tributing valve and double chamber reservoir to which it 
is attached. 

555. The distributing valve and double chamber reser- 
voir takes the place of and does away with the triple valves 
and auxiliary reservoirs, high-speed reducing valves and 
double check valves on the engine and tender. 

556. It is through the distributing valve that the. straight 
or independent and automatic brakes are united. 

557. When the brakes are applied automatically, they 
can be released or applied on the locomotive by means of 
the independent brake valve. 

558. On long grades where the tires are liable to be- 
come heated, the brakes can be released on the loco- 
motive until it is necessary to release the train brakes, 
then the independent brake may be applied to hold 
the slack in the train until the train pipe and auxiliary 



PIPING OF THE E T NO. 6 EQUIPMENT 187 

reservoirs are recharged, ready for another application 
of the brakes. 

559. When the brakes are applied by the independent 
brake valve, they remain set until released by the brake 
valve. The distributing valve automatically supplies 
the leakage and maintaining the same pressure in the 
brake cylinders as when first applied. 

56c. This is a very important safety feature, especially 
with light engines, when taking water and coal at water 
plugs and coaling stations. When leaving the engine to 
do work about it, or if for any cause it is necessary to leave 
the engine, always leave the independent brake valve 
handle in application position. 

561. The independent brake valve is not intended to be 
used in stopping long trains and must not be so used, as 
the sudden bunching of long trains may cause damage to 
the cars or lading. 

PIPING OF THE E T NO. 6 EQUIPMENT 

By referring to piping instruction diagram Figs. 48-49, 
all the pipes may be traced and the piping of the E T 
equipment easily understood. 

562. Beginning at the discharge from the air pump; 
the air passes to the right-hand main reservoir, thence 
through reservoir connecting pipe to the left-hand main 
reservoir, then through main reservoir pipe to the auto- 
matic brake valve. A cut out cock is placed in the main 
reservoir pipe, for the purpose of venting the air from the 
pipe when removing any of the apparatus except the gov- 



190 PIPING OF THE E T NO. 6 EQUIPMENT 

ernor. The end of this cut out cock next the reservoir is 
tapped for a connection to the pump governor. 

563. Before this cock is closed, the double heading cock 
should be closed and the brake valve handle placed in 
release position. This is to prevent the slide valve of the 
feed valve and the rotary valve of the brake valve being 
lifted from their seats. 

564. Beyond the main reservoir cut out cock the main 
reservoir pipe has four branches, one of which runs to the 
automatic brake valve, one to the feed valve, one to the 
reducing valve and one to the distributing valve. 

565. As a result the automatic brake valve receives air 
from the main reservoir in two ways, one direct and the 
other through the feed valve. 

566. The feed valve pipe, from the feed valve to the 
automatic brake valve, has a branch to the top of the excess 
pressure head of the duplex pump governor. 

567. The third branch of the main reservoir pipe con- 
nects with the reducing valve. Air at the pressure for 
which this valve is set (45 pounds) is supplied to the 
independent brake valve through the reducing [valve 
pipe. 

568. When the air signal system is installed, it is con- 
nected to the reducing valve pipe, in which case the reduc- 
ing valve also takes the place of the signal reducing valve 
formerly used. 

569. In the branch pipe supplying the air signal system 
is placed a combined strainer, check valve, and choke 
fitting. The strainer prevents any dirt from reaching the 
check valve and choke fitting. The check valve prevents 



PIPING OF THE E T NO. 6 EQUIPMENT 191 

air from flowing back from the signal pipe when the in- 
dependent brake valve is applied. 

570. The choke fitting prevents the reducing valve from 
raising the signal pipe pressure so quickly as to destroy 
the operation of the signal. 

571. The distributing valve has five pipe connections 
made through the end of the double chamber reservoir, 
three on the left and two on the right as shown in Figs. 
53 and 54. Of the three on the left the upper one is the 
supply from the main reservoir, the intermediate is the 
application cylinder pipe leading to the independent and 
automatic brake valves. And the lower one is the dis- 
tributing valve release pipe, leading through the independ- 
ent brake valve (when the handle is in running position) 
to the automatic brake valve. 

Of the two on the right, the lower one is the brake pipe 
branch connection and the upper one is the brake cylinder 
pipe connection to all the brake cylinders on the engine and 
tender. 

572. In this pipe are placed cocks for cutting out the 
brake cylinders when necessary. In the engine truck and 
tender brake cylinder cut out cocks are placed choke 
fittings to prevent serious loss of main reservoir air and 
the release of the other locomotive brakes during a stop, 
in case of burst brake cylinder hose. 

573. The two duplex air gauges are connected as fol- 
lows: — Gauge No. 1; Red Hand to main -reservoir pipe 
under the automatic brake valve. 

574. Black Hand, to equalizing reservoir pipe tee of the 
automatic brake valve. 



192 



THE DEAD ENGINE FEATURE 



575. Gauge No. 2; Red Hand, to the brake cylinder 
pipe; Black Hand, to the brake pipe below the double- 
heading cock. 

576. The amount of reduction made during an auto- 





Fig. 50. — Large Duplex 
Gauge, No. i. 



Fig. 51. — Small Duplex 
Gauge, No. 2. 



matic application is indicated by the Black Hand of Gauge 
No. 1. 

577. The Black Hand of Gauge No. 2 is to show the 
brake pipe pressure when the engine is second in double 
heading, or a helper. 

578. The automatic brake valve connections, other than 
those already mentioned are the brake pipe, the equalizing 
reservoir, and the lower connection to the excess-pressure 
head of the pump governor. 



THE DEAD ENGINE FEATURE 

579. A dead engine feature is provided in the piping of 
the E T equipment as shown in Fig. 48. This feature is 
used on a locomotive in a train when the engine is dead, 



THE DEAD ENGINE FEATURE 



193 



or from any reason its air pumps are inoperative. A 
combined strainer and check valve with choke fittings are 
provided in this pipe, as this feature is only used for supply- 
ing the air to the main reservoirs of a locomotive; to oper- 
ate its brakes under the conditions just mentioned, the air 
must be supplied by the locomotive operating the train. 




Fig. 52. — Combined Air Strainer and Check Valve. 



At all other times the valve is cut out by means of a cut out 
cock placed in the pipe between the connection to the 
brake pipe and the combined strainer and check valve. 
When it is desired to use this feature, the double heading 
cock should be closed and both the automatic and in- 
dependent brake valve handles placed in running position, 
then open the cut out cock in the dead engine feature pipe. 
Air will then flow from the brake pipe to the main reservoir 
through the combined strainer and check valve as shown 
in Fig. 52. On account of the tension of check valve 
spring 2, the pressure obtained in the main reservoir will 
be somewhat lower than the brake pipe pressure. The 
strainer protects the check valve and choke fittings from 
13 



194 THE DISTRIBUTING VALVE 

dirt; while the choke fitting prevents any sudden drop of 
brake pipe pressure, thus preventing the setting of the 
brakes when cutting in an uncharged reservoir. 

THE DISTRIBUTING VALVE AND DOUBLE 
CHAMBER RESERVOIR 

580. The distributing valve consists of two portions. 

581. It is connected to a double-chamber reservoir; of 
these chambers the larger one is the pressure chamber, the 
smaller one the application chamber. The relative size 
of the two reservoirs is shown in Fig. 53. 

582. The application chamber is ordinarily connected 
to the application portion of the distributing valve for the 
purpose of enlarging the volume in the application cylinder. 

583. The equalizing portion and pressure chamber are 
used in automatic application only. 

584. Reduction of brake pipe pressure causes the 
equalizing valve to connect the pressure chamber to the 
application chamber and cylinder, allowing air to flow 
from the former to the latter. 

585. The upper slide valve connected to the piston rod 
of the application portion, admits air to the brake cylinders 
and is called the application valve. The lower one re- 
leases the air from the brake cylinders and is called the 
exhaust valve. 

586. The air which is admitted to the brake cylinders 
by the application valve comes directly from the main 
reservoirs. 

587. The pipe connections to the distributing valve are 



THE DISTRIBUTING VALVE 



195 




196 THE DISTRIBUTING VALVE 

illustrated in Fig. 54. There are three pipes connected 
to the left side and two to the right side of the double- 
chamber reservoir. The pipe connections are made to 
the reservoir body direct, to avoid disturbing the pipe 
joints when necessary to take the valve apart. 




Fig. 54. — Distributing Valve Pipe Connections. 

588. The connection marked M R leads from the 
main reservoir and supplies air to the application portion 
of the valve. 

589.^ The middle one (marked 2) connects with the ap- 
plication chamber and application cylinder. This pipe 
will allow air to pass in or out between the chamber and 
the independent brake valve in an independent appli- 
cation or release and allow air to pass in from the 



THE DISTRIBUTING VALVE 197 

automatic brake valve when its rotary is in emer- 
gency position. 

590. The lower left-hand pipe 4 is the distributing 
valve release pipe. It leads first to the independent brake 
valve with its rotary in running position; air can then pass 
to the automatic rotary valve, which must also be in 
running position to allow air from the application chamber 
and cylinder to escape. 

591. Of the two on the right the upper one (marked 
cyls) is the brake cylinder pipe and branches to all brake 
cylinders on the engine and tender. 

592. The lower connection (marked B P) is the brake 
pipe branch connections and is used in making automatic 
applications only. 

593. While referring to the parts of this apparatus, the 
following names and numbers will be used: 2, Body; 
3, Application valve; 4, Cover screw; 5, Application 
valve; 6, Application valve spring; 7, Application cylinder 
cover; 8, Cylinder cover, bolt, and nut; 9, Cylinder cover 
gasket; 10, Application piston; 11, Piston follower; 12, 
Packing leather expander; 13, Packing leather; 14, 
Application piston nut; 15, Application piston packing 
ring; 16, Exhaust valve; 17, Exhaust valve spring; 18, 
Application valve pin; 19, Application piston graduating 
stem; 21, Graduating stem nut; 22, Upper cap nut; 23, 
Equalizing cylinder cap; 24, Cylinder cap bolt and nut; 
25, Cylinder cap gasket; 26, Equalizing piston; 27, 
Equalizing piston ring; 28, Graduating valve; 29, Gradu- 
ating valve spring; 31, Equalizing valve; 32, Equalizing 
valve spring; t,^, Lower cap nut; 34, Safety valve; 35, 



198 THE DISTRIBUTING VALVE 

Double chamber reservoir; 36, Reservoir stud and nut; 
37, Reservoir drain plug; 38, Distributing valve drain 
cock; 39, Application valve cover gasket; 40, Application 
piston cotter; 41, Distributing valve gasket (located 
where distributing valve bolts to reservoir not shown) ; 42, 
Oil plug; 43, Safety valve air strainer; 44, Equalizing 
piston graduating sleeve; 45, Equalizing piston grad- 
uating spring nut; 46, Equalizing piston graduating 
spring. 

Port h leads to the Application Cylinder, Automatic 
Brake Valve and Independent Brake Valve; w, to the 
Application Chamber; i, to the Distributing Valve Re- 
lease Pipe; and /, to the Safety Valve. 

Main reservoir pressure is always present in the chamber 
surrounding application valve 5, by its connection through 
passage aa, to the main reservoir pipe. 

Chamber b to the right of application piston 10 is always 
in free communication with the brake cylinders, through 
passage c and brake cylinder pipe. Application cylinder 
g at the left of application piston 10 is connected by pass- 
age h with the equalizing valve seat and to the brake valves 
through the application cylinder pipe. 

EXPLANATION OF DIAGRAMMATIC VIEWS 
OF THE DISTRIBUTING VALVE 

To simplify the tracing of the ports and connections 
the various positions of this valve are shown in diagram- 
matic views, that is, the valve is distorted to show the parts 
differently than actually constructed, with the object of 



THE DISTRIBUTING VALVE 



199 



AFPLICATION- 

CYUNOER. 



TO MAIN RCSCRVOffb 



TO INDEPENDENT AhJD 
AUTOMATIC BRAKE VALVES. 



TO INOCPENOCNT DRAKE VALVE. 




APPLICATION 
CHAMBER, 



gSSSgggggST 



PRESSURE CHAMBER. 



Fig. 55. — Diagrammatic View of the Distributing Valve and Double 
Chamber Reservoir. 



200 



THE DISTRIBUTING VALVE 



explaining the operation clearly, instead of showing exactly 
how they are designed. 

The chambers of the reservoir are for convenience in- 



M.R. 




CYLS. 



Fig. 56. — No. 6 Distributing Valve. 

dicated at the bottom, as a part of the valve itself. Fig. 
55 shows the valve separated into two parts, with the 
pipe connections made directly to the valves. 



-../ 



201 



* r 



PLAN OF 
GRADUATING VALVE. 




FACE OF SLIDE VALVE. 



— % 

y 




15 







PLAN OF SLIDE VALVE. 






*-0 O' 









PLAN OF SLIDE VALVE SEAT. 

Fig. 57. — Graduating Valve, Equalizing Valve, and Equalizing Valve 
Seat of the No. 6 Distributing Valve. 



202 THE DISTRIBUTING VALVE 

The upper part is the application portion and controls 
the admission of reservoir air to the brake cylinders, to 
apply the brakes or permit brake cylinder air to exhaust, 
to release the brakes. 

The application portion of this valve is connected to the 
brake valves as well as to the equalizing portion, so that 
the valve may be operated with air either from a brake 
valve or the pressure chamber and thus operate the appli- 
cation piston applying or releasing the brakes. 

The equalizing portion and its reservoir may be com- 
pared with that of a miniature brake set, the equalizing 
portion representing a triple valve, the pressure chamber 
the auxiliary reservoir; and the application chamber and 
its cylinder having the same pressure in it during an appli- 
cation as the brake cylinder. 

DISTRIBUTING VALVE, AUTOMATIC OPER- 
ATION OF CHARGING POSITION 

594. Brake pipe pressure flows into chamber P through 
B P, thence through feed groove V over the top of piston 
26 into the chamber above equalizing valve 31 and 
through port O, to the pressure chamber, until the pressure 
on both sides of the piston 26 is equal. 

DISTRIBUTING VALVE, AUTOMATIC 
SERVICE 

595. When a service application is made with the auto, 
matic brake valve the brake pipe pressure in chamber P 
is reduced, causing a difference in pressure on the two 



THE DISTRIBUTING VALVE 



£03 



MR 







-43 



Fig. 58. — Release Automatic or Independent. 



204 THE DISTRIBUTING VALVE 

sides of piston 26, which results in the piston moving 
toward the right as shown in Fig. 59. The first move- 
ment of the piston to the right closes the feed groove and 
at the same time moves the graduating valve until it un- 
covers the upper end of port F, in the equalizing valve 31. 

As the piston continues its movement to the right the 
shoulder on the end of its stem engages the equalizing 
valve which is then also moved to the right, until the piston 
strikes equalizing piston graduating sleeve 44. Graduat- 
ing spring 46 prevents further movement. 

Port Y in the equalizing valve then registers with port 
H in the seat and cavity N in the equalizing valve connects 
port H and W in the seat. As the equalizing valve cham- 
ber is always in communication with the pressure chamber, 
air can now flow from the latter to both the application 
cylinder and application chamber. This pressure forces 
application piston 10 to the right as shown in Fig. 8, 
causing exhaust valve 16 to close exhaust ports e and d 
and to compress application piston graduating spring 20, 
also causing application valve 5 (by its connection with the 
piston stem through pin 18) to open its ports and allow 
air from the main reservoir to flow into chamber b y b, and 
through passage c to the brake cylinders. 

During the movement- just described cavity t in the 
graduating valve connects ports r and s in the equalizing 
valve and by the same movement ports r and s are brought 
to register with ports h and /, in the seat. 

This establishes communication between the application , 
cylinder and the safety valve, which being set at 68 pounds 
(three pounds above the maximum obtained in an emer- 



THE DISTRIBUTING VALVE 



205 



MR 




Fig. 59. — Automatic Service. 



206 THE DISTRIBUTING VALVE 

gency application from 70 pounds, brake pipe pressure) 
limits the brake cylinder pressure to this amount. 

DISTRIBUTING VALVE, SERVICE LAP 

596. When only a partial automatic service reduction 
of brake pipe pressure has been made, the positions de- 
scribed for automatic service continue until the pressure 
in the pressure chamber has been reduced a little below 
that remaining in the brake pipe, when the brake pipe 
exhaust has stopped at the brake valve. 

As the pressure in the pressure chamber is reduced 
slightly below that remaining in the brake pipe, piston 26 
will be moved to the left, moving graduating valve 28 with 
it until stopped by the shoulder on piston stem 26 striking 
the right-hand end of equalizing valve 31. This position 
is shown in Fig. 60. 

In service lap position port z is closed by graduating 
valve 28, stopping the flow of air from the pressure chamber 
to the application cylinder and chamber. At the same time 
graduating valve 28 has also closed port s, stopping the 
flow of air to the safety valve, so that any possible leakage 
in the latter will not reduce the application cylinder press- 
ure, which would cause a similar reduction in the brake 
cylinders. 

When equalizing piston 26 and graduating valve 28 
have moved to service lap graduating valve 28 stops the 
flow of air from the pressure chamber to the application 
piston cylinder g, and application chamber. 

The pressure in cylinder g, and the application chamber, 



THE DISTRIBUTING VALVE 



207 



MR 




Fig. 60. — Service Lap. 



208 THE DISTRIBUTING VALVE 

holds application piston 10 to the right, until the flow of 
air past application valve 5 builds up a pressure in the 
brake cylinders and against the right side of piston 10, 
chamber b, equal to or slightly exceeding that in chamber 
g. The pressure thus being about equal on both sides of 
piston 10, the application piston graduating spring 20 
moves piston 10 and application valve 5 to the left, closing 
port b. 

Exhaust valve 16 does not move while piston 10 and 
application valve 5 are moving to service lap and brake 
cylinder exhaust ports e and d are closed. 

The brake cylinder pressure is now practically the same 
as that in the application cylinder and chamber. 

Application piston 10 now has application cylinder 
pressure on the left-hand side g and brake cylinder pressure 
on the right-hand side b. When either of these pressures 
become increased or decreased the piston will move toward 
the lower pressure. 

If the brake cylinder pressure in b is reduced by leakage, 
the pressure in application cylinder g and the application 
chamber will force piston 10 to the right, opening applica- 
tion valve 5, permitting main reservoir air to flow to the 
brake cylinders to supply the leakage and build up the 
pressure in chamber b, until it is again slightly above that 
in application cylinder g, when graduating stem 19 and 
spring 20 moves the piston back to lap position. 

In this way the brake cylinder pressure is always main- 
tained equal with that in the application cylinder. This is 
the pressure-maintaining feature. 



THE DISTRIBUTING VALVE 209 

DISTRIBUTING VALVE, AUTOMATIC 
RELEASE 

597. To release the distributing valve automatically, 
place the automatic brake valve in running position. This 
will open the exhaust port in the automatic rotary, per- 
mitting air from the application cylinder g and application 
chamber to exhaust to the atmosphere. At the same time 
feed valve pressure is flowing through the brake valve to 
the brake pipe, increasing the brake pipe pressure on the 
right side of equalizing piston 26, moving it to the left, 
carrying it with equalizing valve 31 and graduating valve 
28 to full release position, as shown in Fig. 58. 

The running position release should not be used when 
releasing train brakes. 

To release the brakes when the engine is coupled to a 
train, place the automatic brake valve in full release 
position. 

In this position the brake pipe is being recharged, re- 
leasing the train brakes and moving equalizing piston 26, 
equalizing valve 31, and graduating valve 28 to release 
position. 

This action does not release the locomotive brakes, be- 
cause it does not release the pressure from application 
cylinder g and application chamber. 

With the automatic brake valve in full release position, 
the release pipe is closed by the rotary valve of the auto- 
matic brake valve and the application cylinder pipe is 
closed by the rotary valves of both brake valves. 

To release the locomotive brakes, the automatic brake 

14 



210 THE DISTRIBUTING VALVE 

valve must be moved to running position. When in this 
position direct communication is established between 
application cylinder g, the application chamber, and the 
atmosphere, through the independent and automatic brake 
valves. As the pressure in application cylinder g is re- 
leased, the pressure in the brake cylinder will force applica- 
tion piston 10 to the left, moving exhaust valve 16 with it, 
uncovering exhaust ports d and e, permitting brake cyl- 
inder pressure to escape to the atmosphere, and releasing 
the brakes. 

To make a graduated release move the automatic brake 
valve from running to holding and from holding to running 
positions. 

The amount of pressure exhausted from the brake 
cylinders will just equal the amount exhausted from the 
application cylinder and chamber. 

DISTRIBUTING VALVE, EMERGENCY 

598. The emergency position of the distributing valve 
is caused by a sudden and heavy reduction of brake pipe 
pressure. Such a reduction may be caused by placing the 
brake valve in the emergency position, by a hose bursting, 
or by train breaking in two. 

The sudden reduction of brake pipe pressure in cylinder 
p, at the right of equalizing piston 26, permits the air stored 
in the pressure chamber to force piston 26 to the right with 
sufficient force when striking graduating sleeve 44 to com- 
press its spring 46 and to seat against the leather gasket 
beneath the cylinder cap 23. 



THE DISTRIBUTING VALVE 



211 



MR 




s^^^^s^^^^ 



Fig. 6i. — Emergency. 



2W THE DISTRIBUTING VALVE 

The movement of piston 26 and valve 31 is so quick, 
that valve 31 in passing over port w does not permit air 
from the pressure chamber to enter the application cham- 
ber; by the same movement port h is opened wide, making 
a direct opening from the pressure chamber to the appli- 
cation cylinder only. 

The small volume of air necessary to fill the application 
cylinder causes a higher equalization than can be obtained 
by a service application. With a pressure of 70 pounds 
in the pressure chamber, it equalizes at about 65 pounds 
in the application cylinder, permitting a corresponding 
amount of pressure to enter the brake cylinders. 

With the automatic brake valve in the emergency posi- 
tion, a small port in the rotary will permit main reservoir 
air to feed into the application cylinder pipe n, increasing 
the pressure in the application cylinder until it equals the 
tension of the safety valve adjustment spring. The appli- 
cation cylinder and safety valve are now connected through 
port h, in the seat, cavity q and port r in the equalizing 
valve and port i in the seat. 

The small port connecting cavity q and port r is of such 
a size that it permits air to escape from application cylinder 
to the safety-valve at the same rate that air is supplied 
through the automatic brake valve. The pressure in the 
application cylinder is thus kept from raising above the 
adjustment of the safety valve. 

In high-speed brake service with a brake pipe pressure 
of no pounds the pressure in the application cylinder and 
pressure chamber in emergency application will equalize 
at about 93 pounds. The maintaining port will also help 



THE DISTRIBUTING VALVE 213 

to keep up the pressure, which will reduce slowly to about 
75 pounds. 

The pressure does not fall to 68 pounds, the pressure at 
which the safety valve is adjusted to open, because the 
inflow of air through the brake valve with a main reservoir 
of 130 to 140 pounds is equal at 75 pounds to the outflow 
through the small opening to the supply valve. 

DISTRIBUTING VALVE, EMERGENCY 
LAP 

599. The movable parts of the valve remain in the 
position shown in Fig. 61 until the brake cylinder pressure 
slightly exceeds the application cylinder pressure, when 
the application piston 10 and application valve 5 move 
back to the position known as emergency lap, as shown in 
Fig. 62. 

600. To release the .brakes after an emergency applica- 
tion the same movement of the brake valve is required as 
that following a service application, but the results are 
somewhat different. While the equalizing portion of the 
valve is in emergency position there is no pressure in the 
application chamber, so that when the equalizing portion 
piston 26, equalizing valve 31, and graduating valve 28 are 
moved to release position by the increased brake pipe 
pressure in cylinder P, the application cylinder and appli- 
cation chamber are connected by port w, cavity k, and port 
h. The pressure in the application cylinder expands into 
the application chamber until the pressure equalizes in 
the application chamber and cylinder; this reduction of 



214 



THE DISTRIBUTING VALVE 



MR 







Fig. 62. — Emergency Lap. 



THE DISTRIBUTING VALVE 215 

pressure in the application cylinder causes the brake 
pressure to reduce automatically to about 15 pounds, 
which will be maintained until the automatic brake handle 
is placed in running position, opening the distributing 
valve exhaust port. 

601. If the brakes are applied by a burst hose, train 
parting, or by the conductor's .valve, the movement of 
equalizing valve 31 breaks the connection between port h 
and i through cavity k, closing the passage to the distribut- 
ing valve release pipe. The brakes will apply and remain 
applied until the brake pipe pressure is restored. When 
the brakes are set in this manner, move the automatic 
brake valve to emergency position, to prevent the loss of 
main reservoir pressure which will be flowing to the brake 
pipe through the feed valve pipe and escaping to the at- 
mosphere through the open brake pipe. 

DISTRIBUTING VALVE, INDEPENDENT 
BRAKE, OPERATION OF 

INDEPENDENT APPLICATION 

602. When the brakes are applied or released with the 
independent brake valve, the equalizing portion of the 
distributing valve is not disturbed or moved in any way. 

603. When the handle of the independent brake valve 
is moved to application position, main reservoir air 
(limited by the reducing valve to 45 pounds) flows to the 
application cylinder and chamber, forcing application 
piston 10 to the right as shown in Fig. 63. This movement 



216 



THE DISTRIBUTING VALVE 



MR 







FlG. 63. — Independent Application. 



THE DISTRIBUTING VALVE 



21? 



MR 




2- x 



s\\\\\\\\\\\\\\S53^^ 



Fig. 64. — Independent Lap. 



218 THE DISTRIBUTING VALVE 

opens application valve 5, permitting main reservoir air 
to flow through to the brake cylinder; until the pressure 
in the brake cylinder slightly exceeds that in the application 
cylinder. Then the application piston graduating spring 
20 will move the application piston 10 to the left, closing 
valve 5. The graduating spring has now expanded to its 
normal position and exerts no further power to move the 
piston. The pressures being equal on both sides of piston 
10 it is prevented from moving any further by the resistance 
of exhaust valve 16. This position is illustrated in Fig. 
64 and is called independent lap. 

DISTRIBUTING VALVE, INDEPENDENT 
RELEASE 

604. To release the brakes with the independent brake 
valve, move the handle to release position, opening a 
direct passage from the application cylinder to the atmo- 
sphere. As the pressure in application cylinder g becomes 
reduced, brake cylinder pressure in chamber b forces 
piston 10 to the left, moving exhaust valve 16, opening 
ports e and d, permitting brake cylinder pressure to escape 
to the atmosphere. 

605. It is always possible to release the brakes on the 
engine and tender with the independent brake, even when 
automatically applied. 

The position which the distributing valve will assume 
when automatically applied and independently released 
is shown in Fig. 65. This shows the application portion 
in full release, without changing the pressures in either 



THE DISTRIBUTING VALVE 



219 



MR 







Fig. 65. — Release Position When Locomotive Brake is Released by- 
Independent Brake Valve, After an Automatic Application. 



220 



THE DISTRIBUTING VALVE 



the pressure chamber or brake pipe, or causing any move- 
ment of the equalizing portion. 

606. To release the locomotive brakes independently 
after an emergency application of the automatic brake 




Fig. 66. — Quick Action Cylinder Cap for No. 6 Distributing Valve-. 



valve, it is necessary to hold the independent brake valve 
in full release position. This is occasioned by the main- 
taining feature which supplies air from the main reservoir 



QUICK ACTION CYLINDER CAP 221 

to the application cylinder, through the automatic brake 
valve in emergency position. 

DISTRIBUTING VALVE. QUICK ACTION 
CYLINDER CAP 

607. There are certain conditions which occur in the 
operation of the locomotive brakes, when it is deemed 
advisable to have them operate in a manner similar to the 
quick action feature of the quick action triple valve; that 
is, vent brake-pipe pressure direct to the brake cylinders 
in an emergency application. This can be accomplished 
by removing cylinder cap 23, Fig. 56, and attaching the 
quick-action cylinder cap which is shown in Fig. 66. 

608. The names of the parts and the numbers used to 
represent them are as follows: — 47, cylinder cap; 48, 
emergency valve; 49, check valve, cap nut; 50, emergency 
valve graduating stem; 51, check valve guide; 52, rubber 
seat for check valve; 53, check valve; 54, check valve 
spring; 55, graduating spring; 56, cap nut; 57, emergency 
valve spring; 58, stop plug. 

EMERGENCY POSITION OF DISTRIBUTING 

VALVE WITH QUICK ACTION CYLINDER 

CAP 

609. In an emergency application of the brakes, piston 
26 is forced quickly to the right, the extension on the piston 
engages the graduating valve stem 50, compressing the 
equalizing piston graduating spring 55. The movement 
of graduating valve stem 50 also moved emergency valve 



222 THE H-6 ENGINEER'S BRAKE VALVE 

48 to the right, opening port /. Brake pipe pressure now 
flows through port ; to chamber x on top of check valve 
53, forcing it down, then passing to the brake cylinders 
through passage m in the tap and distributing valve body. 
This vents brake pipe air direct to the locomotive brake 
cylinders. 

610. When the brake cylinder and brake pipe pressures 
equalize, emergency valve 53 is forced £0 its seat by the 
tension of spring 54, thus preventing brake cylinder pres- 
sure from flowing back to the brake pipe. 

When the brakes are released and piston 26 moves back 
to its normal position, the tension of spring 55 moves 
emergency valve graduating stem to the left, moving the 
emergency valve 48 with it, covering port j as shown in 
Fig. 66. 

611. Any moisture gathering in chamber b is drained 
to the lower part of the distributing valve through port u 
to port w, where it may be drawn off through drain cock 38, 

612. When it is desired to remove piston 10 or slide 
valve 16, it is absolutely necessary to first remove cover 3, 
application valve 5, and application valve pin 18, in the 
order mentioned. 

THE H-6 ENGINEER'S BRAKE VALVE 

613. The H-6 engineer's brake valve which is used in 
connection with the distributing valve as a part of the 
E T locomotive brake equipment, is somewhat different 
in construction from other styles of engineer's brake 
valves. 



THE H-6 ENGINEER'S BRAKE VALVE 223 



p .' I~ ^y_ 



MR 




%m\\\\\\\^ ^ -^^j 



Fig. 67. — Emergency Position of Distributing Valve with Quick 
Action Cap. 



224 



THE E-6 SAFETY VALVE 




Fig. 68.— E-6 Safety Valve. 



H-6 AUTOMATIC BRAKE VALVE 



225 



614. This is necessary in order to secure a perfect opera- 
tion of the distributing valve. 

615. This brake valve has six positions. They are, 
beginning at the left, 1st, release; 2nd, running; 3rd, 
holding; 4th, lap; 5th, service; 6th, emergency. 




Fig. 69. — H-6 Automatic Brake Valve. 



616. The names and numbers of the parts of this brake 
valve are as follows: — 2, bottom case; 3, rotary valve seat; 
4, top case; 5, pipe bracket; 6, rotary valve; 7, rotary 
valve key; 8, key washer;^ 9, handle; 10, handle latch- 

15 



226 H-6 AUTOMATIC BRAKE VALVE 




Fig. 70. — H-6 Automatic Brake Valve Removed from its Pipe Bracket 



H-6 AUTOMATIC BRAKE VALVE 



227 



spring; n, handle latch; 12, handle latch screw; 13, 
handle nut; 14, handle lock nut; 15, equalizing piston; 
i6 ; equalizing piston packing ring; 17, valve seat upper 
gasket; 18, valve seat lower gasket; 19, pipe bracket 
gasket; 20, small union nut; 21, brake valve tee; 22, 




Fig. 71. — H-6 Automatic Brake Valve, Sectional View, No. I. 



small union swivel; 23, large union nut; 24, large union 
swivel; 25, bracket stud; 26, bracket stud nut; 27, bolt 
and nut; 28, cap screw; 29, oil plug; 30, rotary valve 
spring; 31, service exhaust fitting. 



228 ROTARY VALVE 

ROTARY VALVE, H-6 AUTOMATIC BRAKE 
VALVE 

617. The arrangement of the ports, passages, and 
cavities of the rotary valve are shown in Fig. 71 A. 

Ports a, j, and s lead directly through the valve; port s, 
connecting with a groove in the face of the valve; / and k 




Fig. 71a. — Rotary Valve H-6 Automatic Brake Valve. 

are cavities in the valve face; is the exhaust cavity; x 
and / are ports in the face of the valve, connecting by cored 
passages with 0; his a port extending from the face of the 
valve over cavity k and connecting with exhaust cavity 0; 
n is a small groove in the valve face which connects through 
a cavity in the valve with cavity k. 

618. The arrangement of ports in the rotary valve seat 
are shown in Fig. 72, and are as follows: — D leads to the 
feed valve pipe; B and C lead to the brake pipe; G leads 
to chamber D; E x is the exhaust opening leading out at 
the back of the valve; E is the preliminary exhaust port 
Jeading to chamber D; R is the warning port leading to 



CHARGING AND RELEASE POSITION 



229 



the exhaust; P is the port leading to the pump governor; 
/ leads to the distributing valve release pipe; U leads to 
the application cylinder pipe. 



CHARGING AND RELEASE POSITION, 
H-6 TYPE 

619. Air at main reservoir pressure passes through port 
a in the rotary valve to port b in the valve seat, thence to 
the brake pipe. 

At the same time main reservoir pressure is flowing 




Fig. 72. — Rotary Valve Seat H-6 Automatic Brake Valve. 

through port /, in the rotary valve and port g in the seat, 
on top of equalizing piston 15. Cavity / in the rotary 
valve now connects port d with warning port r in the seat, 



230 




TO GAUG£ ILACHtMNO. 



4M/Af reservoir. 



ggaiijz//vG reservoir, 

FlGi 73# _H-6 Automatic Brake Valve, Sectional View. No. 2. 



RUNNING POSITION H-6 TYPE 231 

allowing a small amount of air to escape into the exhaust 
cavity ex, causing a warning sound to notify the engineer 
that the brake valve handle is in release position. 

620. If the brake valve handle is allowed to remain in 
full release position the brake pipe will become over- 
charged and equal the main reservoir pressure. To avoid 
this the handle must be moved to running or holding posi- 
tion, before the pressure in the brake pipe exceeds that at 
which the feed valve is set to maintain. 

621. Main reservoir pressure flows from port s in the 
rotary valve through a groove in its face, and port p in the 
rotary valve seat to the' lower connection of the excess 
pressure head of the pump governor. 

622. The release or charging position of the brake valve 
will not release the locomotive brakes if they are applied. 

RUNNING POSITION, H-6 TYPE 

623. This is the position in which the brake valve handle 
must be carried when the brake system is charged and 
ready for use and the brakes are not being operated and 
to release locomotive brakes when applied. 

624. While in running position cavity / in the rotary 
valve is in communication with ports b and d in the valve 
seat, providing a large passage from the feed valve direct 
to the brake pipe, which will now charge up as fast as the 
feed valve will supply the air, but cannot attain a higher 
pressure than that for which the feed valve is adjusted. 

Cavity k in the rotary valve now connects ports c and g 
in the valve seat, allowing air to flow into chamber d and 



232 SERVICE POSITION 

the equalizing reservoir. In this way the pressure is kept 
equal on both sides of equalizing piston 15. 

625. Port 5 in the rotary and port p in the valve seat 
permit air at main reservoir pressure (which is present 
at all times above the rotary valve) to flow to the lower 
connection of the excess pressure head of the pump 
governor. 

626. Port h in the rotary valve is now in communication 
with port / in the valve seat, connecting the distributing 
valve release pipe with the exhaust port ex. 

627. When the brake valve is in running position and 
uncharged cars are cut in, the governor will stop the pumps 
until the difference in the brake pipe and main reservoir 
pressures is less than the normal excess pressure carried. 
For this reason release position of the brake valve should 
be used until all brakes (except the locomotive) release 
and the brake pipe is nearly charged. 

628. When coupling the locomotive to a train the brakes 
should be applied until the brake pipe coupling has been 
made and the air turned in. Then the brake valve handle 
should be placed in full release until the brake pipe is 
nearly charged, when it should be moved to running 
position as explained before. 

SERVICE POSITION, H-6 TYPE 

629. To make a service application of the brakes move 
the brake valve handle to service position, allowing it to 
remain there until the desired reduction of brake pipe 
pressure has been made, then move the brake valve handle 



* 



SERVICE POSITION 233 

to lap position which will stop any further reduction of 
pressure in chamber d and will hold the brakes applied 
until it is desired to make a further reduction of brake 
pipe pressure, or to release the brakes. 

630. In order to make a gradual reduction of brake pipe 
pressure it is necessary to have preliminary exhaust port 
e restricted to a certain size, so that the full volume of air 
which it allows to pass through will not be sufficiently 
great to cause an emergency application of the brakes. 

631. When the brake valve handle is in service position, 
port h in the rotary valve registers with port e in the valve 
seat, allowing air to escape from chamber d and the equal- 
izing reservoir to the atmosphere through cavities in the 
rotary valve and ex in the valve seat, all other ports being 
now closed. 

632. The reduction of pressure in chamber d and the 
equalizing reservoir allows the brake pipe pressure under 
the equalizing piston 15 to raise it, unseating its valve 
allowing brake pipe air to flow to the atmosphere through 
the brake pipe exhaust fitting, marked b, p, ex. 

633. When a sufficient reduction is made in the pressure 
in chamber d, the brake valve handle must be placed on 
lap, stopping any further reduction in that chamber. 

634. Air will continue to flow from the brake pipe ex- 
haust port until the brake pipe pressure has fallen a little 
below the pressure remaining in chamber d. The pressure 
in chamber d now being the greatest, it will force equalizing 
piston 15 down, gradually seating its valve and stopping 
the exhaust of brake pipe air. 

635. It will be noticed that when a service application is 



234 HOLDING POSITION 

made with a long train line or brake pipe that the brake 
pipe exhaust is much longer than the preliminary or service 
exhaust. This is not on account of any greater reduction 
in pounds per square inch in the brake pipe, than was 
made in chamber d, but on account of the greater volume 
of air in the brake pipe than is contained in chamber d and 
the equalizing reservoir. 

636. The amount of reduction in chamber d and the 
equalizing reservoir determines the reduction of brake pipe 
pressure, regardless of the length of the train. 

LAP POSITION, H-6 TYPE 

637. When the brake valve handle is on lap position 
all ports are blanked. 

638. If placed in this position following a service appli- 
cation it holds the brakes applied until it is desired to 
make a further reduction of brake pipe pressure or to 
release the brakes. 

HOLDING POSITION, H-6 TYPE 

639. This is the most important feature of the H-6 
brake valve in its connection with the operation of the 
distributing valve. 

640. After having made an application of the brakes, 
the train brakes can be released and the brakes retained 
on the locomotive by placing the brake valve handle in 
holding position. 

641. In this position the feed valve controls the brake 



EMERGENCY POSITION 235 

pipe pressure, permitting the brake pipe and auxiliaries 
on the train to recharge up to their normal pressure, while 
the brakes on the locomotive remain set, because in this 
position port / is closed. 

642. The only difference between running and holding 
positions is that in holding position port / is closed, pre- 
venting the release of the distributing valve and locomotive 
brakes. 

643. To release the distributing valve and locomotive 
brakes, move the brake valve handle from holding to 
running position, w^hich opens port /, permitting the air 
from the application cylinder of the distributing valve to 
exhaust to the atmosphere, releasing the brakes. 

644. The locomotive brakes may be graduated off by 
moving the brake valve handle from holding to running 
position and returning it to holding. In this way any 
amount of pressure desired can be released from the loco- 
motive brake cylinders. 

EMERGENCY POSITION, H-6 TYPE 

645. To make an emergency application of the brakes 
move the brake valve handle quickly to emergency position. 
This position is used to make very sudden stops in case of 
danger or extreme emergency. 

646. In this position port x in the rotary valve registers 
with port c in the valve seat, making a large and direct 
opening from the brake pipe to the atmosphere through 
cavity in the rotary valve and ex in the valve seat. 

647. The large volume of air taken suddenly from the 



236 THE S-6 INDEPENDENT BRAKE VALVE 

brake pipe causes the triple valves and distributing valve 
to move to emergency position and give maximum break- 
ing power in the shortest possible time. 

648. When the brake valve is in this position, main 
reservoir air will flow to the application cylinder through 
port j, which registers with a groove in the seat connecting 
with cavity k, thence through ports n in the valve and u in 
the seat to the application cylinder pipe, thereby main- 
taining application cylinder pressure. At the same time 
port t in the rotary valve registers with port g in the seat, 
allowing the air in the equalizing reservoir to flow to the 
atmosphere through cavity and exhaust port ex, thus 
reducing the pressure in chamber d and the equalizing 
reservoir, during an emergency application of the brakes. 

649. Oil plug 29 is for the purpose of oiling the rotary 
valve. The position of this plug is such that it is im- 
possible to pour oil into the valve in excess of the amount 
needed. Valve oil should be used for this purpose. 

THE S-6 INDEPENDENT BRAKE VALVE 

650. The S-6 independent brake valve is used in con- 
nection with the H-6 automatic brake valve and the dis- 
tributing valve, as a part of the E T No. 6 locomotive 
brake equipment. 

651. The handle of this brake valve has five positions; 
which are, beginning at the first position on the left, 1st, 
release; 2nd, running; 3rd, lap; 4th, slow application; 
5th, quick application. 

652. The names and numbers of the parts of this valve 



THE S-6 INDEPENDENT BRAKE VALVE 237 

(as shown in the illustrations) are as follows: — 2, Pipe 
Bracket; 3, Rotary Valve Seat; 4, Valve Body; 5, Return 
Spring Casing; 6, Return Spring; 7, Cover; 8, Casing 
Screw; 9, Rotary Valve; 10, Rotary Valve Key; n, 
Rotary Valve Spring; 12, Key Washer; 13, Upper Clutch; 
14, Handle Nut; 15, Handle; 16, Latch Spring; 17, 




Fig. 74. — S-6 Independent Brake Valve Complete. 

Latch Screw; 18, Latch; 19, Cover Screw; 20, Oil Plug; 
21, Bolt and Nut; 22, Bracket Stud; 23, Bracket Stud 
Nut; 24, Upper Gasket; 25, Lower Gasket; 26, Lower 
Clutch; 27, Return Spring Stop; 28, Cap Screw. 

653. The arrangement of ports in the rotary valve and 
seat are as follows: — Exhaust cavity g in the rotary valve 
is always in communication at one end with exhaust port 
h; groove e in the face of the valve communicates at one 
end with a port through the valve. 



238 THE S-6 INDEPENDENT BRAKE VALVE 

This groove is always in communication with a groove 
in the seat, connecting with supply port b and through the 
opening just mentioned air is admitted to the chamber 
above the rotary valve, holding it to its seat. 

Port m is connected by a small hole with groove e; / is 
a groove in the face of the valve; / is the warning port 




Fig. 75. — S-6 Independent Brake Valve Removed from Pipe Bracket. 



which extends through the rotary valve and connects with 
port k in full release position. 

Referring to the valve seat, port b leads to the reducing 
valve pipe; port a leads to that portion of the distributing 
valve pipe which connects to the distributing valve at IV. 
Port c leads to the other portion of the release pipe which 
connects to the automatic brake valve at III. 

Port d leads to the application cylinder pipe which con- 
nects to the distributing valve at //. Port h in the 



THE S-6 INDEPENDENT BRAKE VALVE 




Fig. 76. — S-6 Independent Brake Valve, Sectional View. 



240 



RUNNING POSITION, S-6 TYPE 



center is the exhaust port leading down directly to the 
atmosphere. 

Port k is the warning port leading to the atmosphere. 

RUNNING POSITION, S-6 TYPE 

654. The handle of the S-6 independent brake valve 
should be carried in running position at all times when 
not in use. In this position groove / in the rotary connects 
port a and c in the valve seat, thus establishing communica- 




Fig. 76a. — Rotary Valve S-6 Independent Brake Valve. 



tion through the distributing valve release pipe between 
the application cylinder of the distributing valve and port 
I of the automatic brake valve, so that the distributing 
valve can be released by the latter. With both the auto- 
matic and independent brake valves in running position, 
the application cylinder of the distributing valve is in 
direct communication with the atmosphere. 



23 UHp\pz tap 



RV^pipetap 



241 



MHp\pe tap 




Fig. 77. — S-6 Independent Brake Valve, Reference Diagram. 
16 



242 



k • I 

19 



f 




J- 



M 



o 






LAP POSITION, S-6 TYPE 243 



SLOW APPLICATION POSITION, S-6 TYPE 

655. To apply the brakes gradually with the S-6 in- 
dependent brake valve, move the handle to slow applica- 
tion position. Port m will now register with port d, allow- 
ing air to flow from the reducing- valve pipe through port 
and groove b in the seat, groove e in the rotary valve and 
the comparatively small port m to port d, thence through 
the application cylinder pipe to the application cylinder of 
the distributing valve. 



QUICK APPLICATION POSITION, S-6 TYPE 

656. To apply the brakes quickly move the handle of 
the brake valve to quick application position; when groove 
e will connect ports b and d directly; making a large and 
direct opening from the feed valve pipe to the application 
cylinder of the distributing valve, applying the brakes 
much quicker than when the slow application position is 
used. 

LAP POSITION, S-6 TYPE 

657. When the brake valve handle is moved to lap 
position after an application of the brakes, it will hold the 
independent brakes applied. The application piston and 
valve of the distributing valve supplying any reduction of 
pressure in the brake cylinders caused by leakage or other- 
wise has been explained. 



244 THE B-6 FEED VALVE 

RELEASE POSITION, S-6 TYPE 

658. The release position of the S-6 independent brake 
valve is only necessary when it is desired to release the 
application cylinder pressure, to release the locomotive 
brakes when the automatic brake valve is not in running 
position. 

659. Return spring 6 will automatically move the brake 
valve handle 15 from release to running or from quick to 
slow application position. This is to prevent leaving the 
handle in release position, which would prevent the setting 
of the locomotive brakes with the automatic brake valve. 

The spring also helps the engineer to locate the point 
between slow and quick application positions. 

660. If the return spring becomes broken, allowing the 
brake valve to go to release position, the engineer would be 
warned by air escaping through port I in the rotary valve 
and warning port k in the seat. 

661. Oil plug 20 is provided for the same purpose as 
that described with the automatic brake valve. 



THE B-6 FEED VALVE 

662. The B-6 feed valve is an improved form of slide- 
valve feed-valve. This valve charges quicker and regu- 
lates the brake pipe pressure more accurately than the old- 
style valves. It has a high and low brake pipe pressure 
control feature, which makes it very easy to change from 
low- to high-pressure braking power. 



THE B-6 FEED VALVE 245 

663. This valve is connected directly to main reservoir 
pressure and controls the feed- valve-pipe pressure at all 
times and the brake-pipe pressure when the handle of the 
automatic brake valve is in running or holding position. 
This valve is interchangeable with previous types. 



Fig. 79. — B-6 Feed Valve. 

664. The names and numbers of the parts as shown in 
the illustrations are as follows:— 2, Valve Body; 3, Pipe 
Bracket; 5, Cap Nut; 6, Piston Spring; 7, Piston Spring 
Tip; 8, Supply Valve Piston; 9, Supply Valve; 10, Supply 
Valve Spring; 11, Regulating Valve Cap; 12, Regulating 
Valve; 13, Regulating Valve Spring; 14, Diaphragm; 
15, Diaphragm Ring; 16, Diaphragm Spindle; 17, Regu- 



246 



THE B-6 FEED VALVE 



lating Spring; 1 8, Spring Box; 19, Upper Stop; 20, Lower 
Stop; 2i ? Stop Screw; 22, Regulating Hand Wheel. 

665. The B-6 feed valve is constructed with a supply 
part and a regulating part. The supply part consists of the 
supply valve 9 and its spring 10, the supply valve piston 8 




Fig. 80. — B-6 Feed Valve Removed 
From Pipe Bracket. 



and its spring 6. The regulating part consists of the 
regulating valve 12, regulating valve spring 13, diaphragm 
14, diaphragm spindle 16, regulating spring 17, and 
regulating hand wheel 22. 

666. The operation of this valve is as follows : — 
Main reservoir pressure enters the valve at M R, flowing 
through passage a, a, to supply valve chamber b, forcing 
piston 8 to the left, compressing spring 6, causing the port 



THE B-6 FEED VALVE 



247 




Fig. 8i.— B-6 Feed Valve, Closed, 



248 THE B-6 FEED VALVE 

in slide valve 9 to register with port e in its seat. Air now 
flows directly from a through b, c, and d to the feed valve 
pipe marked /, v, p. At the same time air is flowing by 
piston 8 to chamber g, then through passage h and h past 
regulating valve 12, through port k to diaphragm chamber 
I, thence through e, joining the pressure flowing through 
port c and passage d to the feed-valve pipe. 

When the pressure in the feed-valve pipe, passage d, e 
and diaphragm chamber I exceeds the tension of adjust- 
ment spring 17, it will force diaphragm 14 to the right, 
compressing adjustment spring 17 and allowing regulat- 
ing valve 12 to move to its seat, closing port k, stopping 
the flow of air through chamber g, causing the pressure to 
equalize on both sides of piston 8. 

The tension of spring 6 which was compressed when 
supply piston 8 moved to the left, now forces piston 8 and 
slide valve 9 to the right, closing port c and stopping the 
flow of air from the main reservoir to the feed valve pipe. 
When the pressure in the feed valve pipe has become 
sufficiently reduced to relieve the pressure on diaphragm 
14, adjusting spring 17 will force the diaphragm against 
the regulating valve stem 12, forcing it from its seat re- 
leasing the pressure in passage h, h and G and allowing 
it to flow to the feed-valve pipe. 

The pressure on the left side of piston 8 now being less 
than that on the right side, the piston 8 and slide valve 9 
will again move to the left, uncovering port c, allowing air 
to again flow to the feed valve pipe until its pressure equals 
the tension of adjustment spring 17, when piston 8 and 
slide valve 9 will again close port c as described. 



THE B-6 FEED VALVE 



249 




Fig. 82.— B-6 Feed Valve, Open. 



250 DOUBLE-HEADING 

667. The distinguishing feature of this valve is the 
arrangement for changing almost instantly from low to 
high-pressure service. This is accomplished by two rings 
placed on the adjustment spring box 18. These rings are 
split through the lugs and may be secured in any position, 
the lugs acting as stops for a pin which is placed in the 
adjusting handle 22. When these stops 19 and 20 are 
properly adjusted the feed pipe pressure can be changed 
from one brake pipe pressure to the other, simply by 
moving handle 22 until its pin strikes either one of the 
stops. When the pin rests against stop 19 it should give 
high-pressure service and when resting against stop 20 it 
should give low-pressure service. 

668. As feed valve pressure is attached to the top of the 
excess pressure governor head any change in the feed valve 
pipe pressure will have a corresponding effect on the reser- 
voir pressure. 

DOUBLE-HEADING 

669. When double-heading, the leading engine should 
if possible control the train brakes. When coupling two 
engines together for double-heading purposes, examine 
the couplings to see that they are properly made, that all 
valves and cut out cocks are in their proper position, then 
test the brakes by an application from the controlling 
engine. 

670. When double-heading with an engine equipped 
with a G-6 brake valve, place the brake valve in running 
position and close the double heading cut out cock. The 



TRIPLE VALVE 251 

brakes on the locomotive can now be operated the same 
as a car in the train. 

671. When double-heading with the H-5 brake valve, 
place the automatic brake valve handle on lap position 
and close the double heading cut out cock under the auto- 
matic brake valve; place the independent brake valve 
handle in running position. 

672. When double-heading with the H-6 brake valve, 
place both the automatic and independent brake valve 
handles in running position and close the double-heading 
cut out cock under the automatic brake valve. 

673. The H-5 brake valve and the H-6 brake valve are 
very similar in appearance, but a close observer will be 
able to see the difference. To overcome any possibility 
of mistakes occurring through the similarity of the valves 
in appearance and the difference in the positions of the 
brake valve handles when double-heading, the H-6 valve 
is marked with a plate on the side. The H-5 valve is not 
marked. 

TRIPLE VALVES 

THE QUICK ACTION TRIPLE VALVE 

674. Each triple valve has two sets of operative parts. 
One set being operated during service application of the 
brakes, the other or emergency part acting in conjunction 
with the service part in emergency position. 

675. The service application parts are: — A piston, with 
slide valve and graduating valve attachment. 

676. The emergency parts are: — An emergency piston, 
emergency valve, a check valve and graduating valve. 



252 QUICK ACTION TRIPLE VALVE 

QUICK ACTION TRIPLE VALVE 

CHARGING POSITION 

677. Air from the brake pipe passes through a strainer 
placed in the pipe to the triple valve, thence through pass- 
age e and g into chamber h, to the left of the triple valve 
piston, then through the small feed port i, in the bushing 




Fig. 83. — Quick Action Triple Valve, Release Position. 



QUICK ACTION TRIPLE VALVE 253 

and k, in the piston seat, filling slide valve chamber m, 
thence to the auxiliary reservoir. The air continues to 
flow through the valve in this manner until the pressure 
has equalized on both sides of the triple valve piston. 
Brake pipe pressure now exists in the triple valve and 
auxiliary reservoir. 

QUICK ACTION TRIPLE VALVE 

SERVICE APPLICATION 

678. When the automatic brake valve is placed in service 
position, brake pipe pressure is gradually reduced in 
chamber h to the left of the triple valve piston. The 
greater pressure now on the right of the piston forces it to 
the left, closing port i 3 cutting off communication between 
the brake pipe and the auxiliary reservoir. 

The graduating valve now uncovers port z in the slide 
valve, which moves so that port z is in communication with 
port r (in the valve seat) which leads to the brake cylinder. 

When the slide valve moves to the left, opening com- 
munication from the auxiliary reservoir to the brake 
cylinder, it also closes the exhaust port from the brake 
cylinder. 

When a full service application has been made, the 
triple valve piston will be stopped from moving any farther 
to the left by graduating valve stem 21. 

As soon as the flow of air from the auxiliary reservoir 
to the brake cylinder has reduced the pressure on the right 
side of the triple valve piston below that in the brake pipe, 
the piston will move back, reseating the graduating valve, 



254 



QUICK ACTION TRIPLE VALVE 



stopping any further flow of air to the brake cylinder until 
another application is made. 

679. When two or more reductions of pressure are made 
without releasing the brakes, the slide valve only moves 
on the first reduction, while the graduating valve uncovers 
port z on every application and closes it every time the 
brake valve is placed on lap. 




Fig. 84. — Quick Action Triple Valve, Service Application Position. 



QUICK ACTION TRIPLE VALVE 



255 



QUICK ACTION TRIPLE VALVE 

LAP POSITION 

680. Lap position is used for the purpose of holding the 
pressure in the brake cylinder after an application, until 
it is desired to make a further application or to release the 
brakes. 




Fig. 85. — Quick Action Triple Valve, Lap Position. 



256 QUICK ACTION TRIPLE VALVE 

Lap position also prevents brake pipe pressure from 
passing to the auxiliary reservoir. 

QUICK ACTION TRIPLE VALVE 

RELEASE POSITION 

68 1. When the brake valve handle is placed in release 
position, the flow of air into the brake pipe, increases the 
pressure on the left side of the triple piston above that re- 
maining on the right side. 

As the triple valve piston moves to the right it engages 
the slide valve, moving it to the right, bringing cavity n 
in communication with port r, and exhaust port p, allow- 
ing the pressure on the brake cylinder to exhaust to the 
atmosphere, and permits brake pipe pressure to flow 
through ports i and k, to the auxiliary, as described in 
charging position. 

QUICK ACTION TRIPLE VALVE 

EMERGENCY POSITION 

682. When the brake valve handle is placed in emer- 
gency position; or when a large volume of air is suddenly 
exhausted from the brake pipe, as when a hose bursts; or 
when a train breaks in two; the sudden reduction of brake 
pipe pressure will cause the triple valve piston to move out 
so quickly that the graduating spring cannot withstand 
the impact of the extension on the triple valve piston, but 
springs back, allowing the piston to travel its full stroke. 

683. The slide valve now uncovers port / in its seat, 



QUICK ACTION TRIPLE VALVE 



257 



admitting air from the slide valve chamber and auxiliary 
reservoir into chamber above the emergency piston, forcing 
it down and unseating the emergency valve 10. The air 




Fig. 86. — Quick Action Triple Valve, Emergency Position. 



pressure in cavity y above check valve 15 now flows to the 
brake cylinder. Brake pipe pressure now raises check 
valve 15, allowing brake pipe pressure to flow to the brake 

17 



258 THE K-2 TRIPLE VALVE 

cylinder until the auxiliary and brake pipe pressure 
equalize in the brake cylinder, when the check valve 15 
recloses. 

684. The effect of uniting the auxiliary and brake pipe 
pressures in the brake cylinder in the emergency applica- 
tion of the brakes, is that on account of the large volume 
of air in the brake pipe, the pressure will equalize at a 
higher pressure than can be obtained by the auxiliary or 
brake pipe pressures alone. 

THE K-2 TRIPLE VALVE 

The K-2 triple valve, like the E T locomotive brake 
equipment, is fast replacing the older styles of equipment, 
to keep pace with the improvements and demands of the 
service. 

685. The K-2 triple valve is operated (in so far as the 
engineer's brake valve is concerned) in just the same way 
as with the older styles of quick-action triple valves. The 
advantages of operation obtained by the use of this valve 
are due to its own action, through its peculiar construction 
and automatic operation, rather than through any ex- 
pert knowledge or handling of the brake valve by the en- 
gineer. 

686. The K-2 triple valve has six positions: — 1st, Full 
release and charging; 2nd, Quick service; 3rd, Full 
service; 4th, Lap; 5th, Retarded release and recharging; 
6th, Emergency. 

The advantages claimed for this valve are as follows : — ■ 

687. A quick service feature which gives a more uniform 



THE K-2 TRIPLE VALVE 259 

and quicker service application of the brakes on long 
trains, in quick service application of the brakes. 

688. Air from both the auxiliary reservoir and brake 
pipe enters the brake cylinder. This insures a more certain 
and quicker service application of the brakes. 

689. A uniform release feature which causes the brakes 
to release on the rear end of a long train as soon as on 
the head end; this is accomplished by the large volume 
of air in the head end of the brake pipe forcing the triple 
valves past release, to retarded release position. As the 
air in the brake pipe flows toward the rear end of a long 
train, its volume decreases so that the triples are only 
forced to release position. When the triple valve is in re- 
tarded release, the exhaust of air from the brake cylinder 
is much slower than when in full release position. 

As it is only possible to force the triple piston to retarded 
release position for about thirty car lengths back of the 
engine, the brakes on the head end of the train will release 
much slower than those on the rear end, which will cause 
a uniform release of the brakes throughout the train. 

690. The third important feature of this valve is its 
uniform recharging feature, which is obtained by decreas- 
ing the size of the charging port to the auxiliary reservoir 
when the triple is in retarded release position. By this 
means the size of the charging ports is regulated by the 
difference in the pressure in the head and rear end of the 
brake pipe. 

691. The higher pressure in the head end will thus feed 
through the small port allowed by the retarded position of 
the triples, as fast as the low pressure in the rear end of the 



260 THE AIR SIGNAL SYSTEM 

brake pipe will feed through the larger port opening of the 
triple in full release, thus causing the brakes to recharge 
uniformly throughout the train, preventing brakes sticking 
and insures a more certain braking power when necessary 
to reapply the brakes shortly after a release. 

THE AIR SIGNAL SYSTEM 

692. The air signal system is used on passenger trains 
as a means of communicating signals from the conductor 
to the engineer. 

693. In general construction the signal system requires: 
A signal pipe with hose connections to run the full length 
of the train, branch pipes are connected to the signal pipe 
under each car, these branch pipes are extended up into 
each car and are equipped with a conductor's signal valve; 
to which a cord which runs the full length of the car is 
attached. 

694. The signal pipe is supplied with air from the main 
reservoir, a reducing valve is placed in the supply pipe 
which reduces the pressure in the signal pipe to 40 pounds, 
or the tension of the reducing valve spring. 

695. The reducing valve used in connection with the 
signal system is just the same as the reducing valve used 
in connection with the independent brake valve. When 
the E T equipment is used, the signal system pipe is con- 
nected to the reducing valve pressure pipe of the independ- 
ent brake valve. 

696. Near the reducing valve is a tee connection in the 
signal pipe; this branch leads to the signal valve and 



THE AIR SIGNAL SYSTEM 



261 



whistle. The signal valve and whistle are shown in Fig. 
88. The whistle signal valve is used to sound the whistle 




Fig. 87.— C-6 Reducing Valve. 

when the pressure in the signal pipe is reduced by opening 
the conductor's signal valve on any of the cars. 



THE AIR WHISTLE SIGNAL VALVE 

697. The whistle signal valve controls the flow of air 
to the signal whistle. 

698. The valve contains two operative parts: a rubber 
diaphragm and signal valve stem. 

699. Air pressure enters the valve above the diaphragm 



262 THE AIR WHISTLE SIGNAL VALVE 

from the signal line through port d, thence through passage 
c, into chamber b, under the diaphragm. Signal stem 10 
is a very loose fit, allowing air to pass freely from passage 
c to chamber b. 

A reduction in the signal pipe causes a corresponding 
reduction in the small chamber a, above the diaphragm. 




Fig. 88.— Air Whistle Signal Valve. 



The pressure in chamber b being the greatest, it forces 
the diaphragm to raise, unseating the signal valve stem 
10, allowing air to flow to the whistle, causing it to sound. 
The same reduction of signal pipe pressure which caused 
the whistle to sound also caused the feed valve to open, 
recharging the signal pipe to its normal pressure. This 
pressure flows into chamber a, above the diaphragm, forc- 
ing it down, reseating the signal valve. 

Air will now pass through cavity c, by piston stem 10, 



PRESSURE RETAINING VALVES 263 

into chamber b, equalizing on each side of the diaphragm, 
when the valve is again ready for operation. 

700. When the signal is to be sounded, the conductor's 
signal discharge valve should be held open about one 
second and then closed for two or three seconds, depending 
on the length of the signal pipe, when it may be opened 
again. 

701. If the whistle cord is pulled for a series of signals 
and a sufficient length of time is not allowed to elapse be- 
tween pulls, the signal valve will not adjust itself to the 
separate pulls, but will remain open and give one con- 
tinuous blast of the signal whistle. 

702. A leak in the signal pipe will cause the valve to 
operate and the whistle to sound, giving one blast at 
intervals which will be determined by the rapidity of the 
reduction below the feed valve supply. 

703. If the whistle does not respond when the conductor's 
signal valve is opened, the trouble may be in the small port 
b, in the signal valve being stopped up, a dirty strainer, 
the diaphragm being in bad condition, or there may be too 
loose a fit of stem 10, in bushing 9. 

PRESSURE RETAINING VALVES 

704. Pressure retaining valves are used for the purpose 
of retaining a predetermined amount of pressure in the 
brake cylinders; to hold the train in check on heavy grades 
while recharging the auxiliary reservoirs. 

705. The use of retaining valves permits of a safer 
handling of trains on heavy grades; a more uniform 



264 PRESSURE RETAINING VALVES 

speed; a higher average brake cylinder pressure and a 
saving in the volume of air necessary to control the train. 
This saving is accomplished by reason of the fact that the 
air which is retained in the cylinders will help to increase 
the pressure to the desired point in successive applications, 
with a less reduction of brake pipe pressure than would be 
necessary if the retaining valves were not used. 

706. In general construction, a pressure retaining valve 
is a weight, the lower end of which forms a valve. 
This weight is enclosed in a casing, the bottom of which 
forms a valve seat. 

707. The retaining valve is usually placed near the hand 
brake, where it will be convenient of access. It is con- 
nected by a pipe with the exhaust port of the triple valve. 

708. To operate the retaining valve place the valve 
handle in a horizontal position. This closes the direct out- 
let from the retaining valve pipe to the atmosphere and 
opens a passage through to the under side of the weighted 
valve. 

709. Any pressure over 15 pounds will raise the valve 
from its seat, allowing the pressure to escape through a 
small port in the cage until the pressure has reduced to 15 
pounds, when the valve will seat, retaining the 15 pounds 
in the brake cylinder. To release the retaining valve, 
move the handle down pointing to the ground. In this 
position the retaining valve is inoperative. 

710. The new three-position retaining valve contains 
two separate weighted valves instead of one; the top valve, 
being cup-shaped, is inverted and placed over the ordinary 
valve. 



AUTOMATIC BRAKE SYSTEM 265 

711. When the valve handle is in line with the pipe the 
valve is inoperative. 

712. When the handle is placed at an angle of 45 degrees 
both weights resist the escape of air, thus retaining about 
50 pounds' pressure in the brake cylinder. 

713. When the valve handle is placed in a horizontal 
position, at right angles to the pipe, only one of the weights 
is effective, retaining about 25 pounds in the brake 
cylinder. 

FACTS TO BE REMEMBERED IN THE OPERA- 
TION OF THE AUTOMATIC BRAKE SYSTEM 

714. The engineer should inspect the locomotive brake 
equipment thoroughly before leaving the engine house. 
Have any defects repaired and so avoid a possible delay to 
his train. 

715. He should see that the air compressor works 
properly, that the governors are adjusted, and stop the 
compressor at the required main reservoir pressure. 

716. Test the brake valves, to see that they are in good 
condition and operate the brakes properly, and that the 
air gauges show the required pressure. 

717. When the engine is coupled to the train, a service 
application of the brakes should be made before turning 
the air into the train brake pipe. 

After the air is turned into the train brake pipe, the 
brake valve may then be placed in release position until 
the brakes release and the brake pipe is almost recharged, 
when the brake valve handle should be moved to running 



266 TESTING TRAIN BRAKES 

position. This will insure a uniform and full release of 
all brakes and a quick recharge. 

TESTING TRAIN BRAKES 

718. After the brake pipe pressure has equalized 
throughout the train at the required pressure, a service 
application of the brakes should be made, with a reduction 
of 20 pounds. 

719. After the inspectors have examined each car to 
see that the brakes are working properly, they will signal 
the engineer to release brakes. 

720. After again examining each car to see that all 
brakes have released, they will notify the engineer as to 
how many cars there are in the train and the condition of 
the air equipment. 

721. If the equipment is found defective, the defect 
must be remedied and again tested the same as before. 

APPLYING THE BRAKES 

722. When applying the brakes to make a service stop 
with a long train, a light reduction of from five to seven 
pounds should first be made, in order to bunch the train, 
after which any reduction sufficient to control the train 
may be made. This prevents a sudden shock and possible 
damage to the rear end of long trains. 

723. On passenger trains; the first reduction of brake 
pipe pressure to make a service stop will depend largely 
on the condition of the rail, the grade, and the rate of 



RELEASING THE BRAKES 267 

speed. No definite amount of reduction can be stated 
which will apply satisfactorily to all conditions. 

RELEASING THE BRAKES 

724. When an emergency application of the brakes has 
been made, never release until the train has come to a full 
stop. Because the brake pipe and auxiliary pressures 
are reduced so low that to release before coming to a 
full stop would leave the engineer without sufficient 
pressure in brake pipe and auxiliary reservoirs to stop 
the train if immediate occasion required. 

725. Another reason for not releasing until the train 
has come to a full stop is the danger of breaking in two 
on account of the slack running out. 

726. To make a running release after a full service 
application of the brakes. The rate of speed at which it 
will be safe to release will depend largely on the length 
of the train and the style of brake equipment. 

727. A train of 50 cars equipped with the ordinary quick- 
action triple valves and the engine equipped with the G-6 
brake valve, it would not be safe to release at a less speed 
than twelve miles an hour. But, if a train of the same 
number of cars is equipped w T ith K-2 triple valves and the 
engine is equipped with the E T equipment, the brakes 
may be released while running at a considerably less rate 
of speed. 

728. On passenger trains, when making station stops 
the brakes should be released immediately before the train 
comes to a full stop. This allows the trucks to settle back 



268 DISORDERS OF THE AIR BRAKE EQUIPMENT 

to their normal position, thus reducing the lurch of the 
cars and the shock of stopping to a minimum. 

729. Passenger trains running at a high rate of speed 
should be steadied on all short curves, by a light service 
application of the brake. The brake should be applied 
while on the straight before striking the curve and released 
just as soon as the trucks have all adjusted themselves to 
the curvature of the track. 

It is not necessary to make a heavy reduction which will 
retard the movement of the train, but a sufficient reduction 
of brake pipe pressure must be made to insure all brakes 
releasing. 

• 730. With trains of eight cars or more a reduction of 10 
pounds should be made. 

731. A less reduction will cause the brakes to drag. 

DISORDERS OF THE AIR BRAKE EQUIPMENT 
AND THEIR REMEDIES 

732. Disorders and failures of the air brake equipment 
are usually the result of one of four causes: — 1st, Air leaks 
in the piping or operative parts; 2nd, Dirty or gummed 
valves or cylinders; 3rd, Broken piping or operative parts; 
4th, Failure to operate the brake system according to 
prescribed rules. 

733. Air leaks in the piping are usually the result of 
loose joints and unions, which may be tightened and thus 
remedy the defects. 

734. Leaky operative parts are usually the result of wear 
and while causing considerable inconvenience, will seldom 



DISORDERS OF THE AIR BRAKE EQUIPMENT 2G9 

cause a complete failure. Such leaks must be reported by 
the engineer on arrival at the terminal. 

735. Dirty or gummed parts are usually the result of 
neglect to care for the parts properly at the terminal. 
This condition may be remedied by removing and cleaning 
the parts. 

736. Broken piping or operative parts are usually the 
result of some accident and require a thorough knowledge 
of the equipment in making repairs. There are a great 
many pipes which can be cut out and the brake system 
still be operative, while other pipes if broken will neces- 
sarily cause a complete failure. 

Some of the pipes which can be cut out, or blanked by 
the use of a blind gasket are as follows: — 

737. The feed valve pressure pipe leading to the top of 
the excess pressure head of the pump governor. If this 
pipe is broken a gasket must also be placed in the main 
reservoir pressure pipe to the bottom of the excess pres- 
sure governor head. But if the pipe connection to the 
bottom of the excess pressure head is the one broken, a 
gasket placed in it to stop the loss of air will be all that is 
necessary, as maximum pressure head will then control 
the pump. 

738. If the main reservoir pressure pipe connection to 
the maximum pressure head is broken off, double it back 
on itself and hammer it together. This will prevent the 
loss of main reservoir pressure. Care must be used, how- 
ever, not to allow the brake valve to remain too long in lap, 
service, or emergency positions without cutting down the 
steam supply to the pump. Because in this position, 



270 DISORDERS OF THE AIR BRAKE EQUIPMENT 

with the maximum pressure head cut out or inoperative, 
there will be nothing to stop the pump. 

739. If the governor heads are both inoperative the 
pump may be run by throttling the steam supply to the 
pump. By close watching, the train may be moved to 
the terminal with full braking power. 
- 740. Another pipe which can be dispensed with in case 
of emergency is the equalizing reservoir connection to the 
brake valve. 

741. If the equalizing reservoir is broken off, blank the 
pipe connection to the brake valve and plug the service 
exhaust port opening. Brakes may then be applied by 
using the emergency position. 

742. If any of the gauge pipes become broken, they 
may be blanked without affecting the operation of the 
brakes. Great care must be exercised, however, in hand- 
ling a train with the air gauges inoperative. 

743. If any of the brake cylinder branch pipes are 
broken, cut them out; it will cause the loss of that brake 
cylinder only. 

744. If any of the branch pipe connections to the 
brake pipes are broken, cut them out. Use the cut- 
out cock if there is one; if not, use a blind gasket if 
possible. 

^ 745. When it is necessary to plug a tee connection to 
the main reservoir pipe or brake pipe, care must be used 
not to stop the flow of air through the main pipe. 

746. If the main reservoir branch pipe connection to 
the distributing valve is broken off, cut it out or plug it. 
All locomotive brakes will be inoperative. 



DISORDERS OF THE AIR BRAKE EQUIPMENT 271 

747. If the application cylinder pipe is broken, blank 
the opening at the distributing valve. The brakes may 
now be operated automatically but not independently. 

748. If the distributing valve release pipe is broken, 
the holding position of the automatic brake valve would 
be inoperative. 

The independent brake valve application would be 
inoperative with the equalizing slide valve in release 
position. 

749. If the brake valve cylinder pipe is broken off, the 
locomotive brakes will be inoperative. To prevent loss 
of main reservoir air when an application of the automatic 
brake valve is made, close the cut-out cock in the main 
reservoir branch pipe connection to the distributing 
valve. 

750. If the brake pipe branch connection to the dis- 
tributing valve is broken off, plug the brake pipe to prevent 
loss of brake pipe air. 

751. The application part of the distributing valve can 
still be operated independently and by the automatic 
brake valve in emergency position. 

752. When a bad leak is apparent by the action of the 
pumps, place the automatic brake valve on lap position. 
If the brake pipe pressure drops quickly and the pumps 
stop running, the leak is in the brake pipe, but if the 
brake pipe pressure does not drop and the pumps 
continue to run, the leak is in the reservoir side of the 
brake valve. 

753. If the rotary valve of the automatic brake valve 
leaks badly, it will cause the train brakes to release when 



272 DISORDERS OF THE AIR BRAKE EQUIPMENT 

the brake valve is placed on lap after a service application 
of the brakes, unless the brake pipe leakage is e^qual to the 
rotary valve leakage. 

754. To test for a leak in the rotary valve, place the 
brake valve in lap position. Now open the angle cock in 
the brake pipe at the rear of the tender and after the brake 
pipe pressure is exhausted, place the end of the hose in a 
bucket of water. If the rotary valve is leaking bubbles 
will appear in the water in the bucket; if it is not leaking 
no bubbles will appear. 

755. If a bad leak should appear in the auxiliary reser- 
voir triple valve or brake cylinder, close the cut-out cock 
in the branch pipe between the triple and the main brake 
pipe and open drain cock on auxiliary reservoir. The 
brake on that vehicle will now be inoperative. 

756. If the leak or break should occur between the cut- 
out cock and the main brake pipe, remove the pipe be- 
tween the cut-out cock and the main brake pipe; remove 
the cut-out cock with its good pipe connection, reverse it, 
and screw it into the brake pipe tee from which the broken 
pipe was removed. Close the cut-out cock and the brake 
pipe can be used just the same as before, with the brake 
inoperative on that car or vehicle. 

757. Another way to repair this kind of a leak or break, 
is to remove the pipe connecting to the brake pipe, drive 
a plug in it and screw it back in place. 

758. If the brake pipe on a passenger car is broken, the 
car may be retained in the train and the brakes operated 
on the cars behind it, by disconnecting the signal line and 
brake pipe hose, at both ends of the car. Now couple the 



DISORDERS OF THE AIR BRAKE EQUIPMENT 273 

signal pipe hose to the brake pipe hose at both ends of 
the car, thus passing brake pipe air through the signal 
pipe on the defective car, to the brake pipe behind it. 
The brakes will now be operative on all except the de- 
fective car. The signal line will only be operative on the 
cars between the defective car and the locomotive. 

759. If the rotary valve of the independent brake valve 
is leaking and both brake valves are in running position, 
there will be a slight blow at the emergency exhaust port 
of the automatic brake valve. 

760. When a partial service application is made with 
either brake valve and the valve is placed on lap, the 
pressure in the application chamber of the distributing 
valve will be increased by the leak in the independent 
rotary valve. 

761. When a partial automatic service application is 
made and the brake valve returned to lap position, 
any leakage in the brake pipe equalizing slide valve, 
graduating valve, or the independent rotary valve will in- 
crease the pressure in the application chamber of the 
distributing valve and cause a corresponding increase in 
brake cylinder pressure. 

762. If a continuous blow occurs at the brake cylinder 
exhaust port of the distributing valve, the exhaust valve is 
leaking. 

763. When either brake valve is placed on lap, after a 
service application, any leakage from the application 
cylinder of the distributing valve will cause the locomotive 
brakes to release. 

764. Failure to operate the brakes according to pre- 
18 



274 DISORDERS OF THE AIR BRAKE EQUIPMENT 

scribed rules, may result in delays or serious conse- 
quences, and will subject the engineer to discipline, 
besides stamping him as an incompetent. 

765. The remedy for or preventive of this condition 
lies with the engineer himself, who should lose no time 
in acquiring a thorough knowledge of the construction 
and operation of the air brake system." 



Part Five 
EXTRACT FROM STANDARD RULES 

GENERAL DEFINITIONS 

766. A Train. — One or more engines coupled with 01 
without cars displaying markers. 

767. A Regular Train. — Is one represented on the time 
table. It may consist of one or more sections. 

768. A Section. — One of two or more trains displaying 
signals or for which signals are displayed and running on 
the same schedule. 

769. Extra Trains. — Are not represented on the time 
table and are designated as extra, for all extra trains, 
except work train extra and passenger train extra. 

770. Work Train Extras. — Are designated as work 
extras. 

771. Passenger Train Extras. — Are designated as 
passenger extra. 

772. A Superior Train. — Is one having precedence over 
another train. 

773. A Train of Superior Right. — Is one given preced- 
ence by train order. 

774. A Train of Superior Class. — A train given preced- 
ence by time table. 

775. A Train of Superior Direction. — A train given 

275 



276 STANDARD RULES 

precedence in the direction specified in the time table, as 
between trains of the same class. 

776. A Time Table. — Is the authority for the movement 
of regular trains subject to the rules. 

777. It contains a classified schedule of trains and 
special instructions relating to their movement and opera- 
tion. 

778. A Schedule. — Is that part of a time table which 
prescribes the class, direction, number, and movement of 
a regular train. 

779. A Division. — Is that portion of a railroad assigned 
to the supervision of a superintendent. 

780. A Main Track. — Is a track extending through 
yards and between stations upon which trains aie operated 
by time tables or train orders or the use of which is con- 
trolled by block signals. 

781. A Siding. — Is an auxiliary track used for the 
meeting and passing of trains. 

782. A Single-Track System. — A main track upon 
which trains are operated in both directions. 

783. A Double-Track System. — Two main tracks, upon 
one of which the traffic is in a specified direction and 
upon the other, in the opposite direction. 

784. Three or More Tracks. — Three or more main 
tracks upon any of which the current of traffic may be in 
either specified direction. 

785. A Station. — Is a place designated on the time 
table by name, at which a train may stop for traffic or to 
enter or leave the main track or from which fixed signals 
are operated. 



SIGNAL DEFINITIONS 277 

786. A Yard. — Is a system of tracks within defined 
limits used for the making up of trains, storing of cars and 
other purposes, over which movements not authorized by 
time table, or by train order, may be made, subject to 
prescribed signals and regulations. 

787. A Pilot. — Is a person assigned to a train when the 
engineer or conductor, or both, are not fully acquainted 
with the physical characteristics of the railroad, or portion 
of the railroad over which the train is to be moved. 

SIGNAL DEFINITIONS 

788. A Block. — Is a length of track of defined limits, 
the use of which by trains is controlled by block signals. 

789. A Block Station. — A place from which block 
signals are operated. 

790. Block Signal. — A fixed signal, controlling the use 
of a block. 

791. Home Block Signal. — A fixed signal at the en- 
trance of a block to control trains in entering and using 
said block. 

792. Distant Block Signal. — A fixed signal used in con- 
nection with a home (and advance if used) block signal, 
to regulate the approach thereto. 

793. Advance Block Signal. — A fixed signal used in 
connection with a home block signal to subdivide the 
block in advance. 

794. Block System. — A series of consecutive blocks. 

795. Manual Block System. — A block system in which 
the signals are operated manually. 



278 INTERLOCKING SIGNALS 

796. Controlled Manual Block System. — A block 
system in which the signals are operated manually and so 
constructed as to require the co-operation of the signal 
man at both ends of the block to display a clear, or caution, 
home (or advance if used) signal. 

797. Automatic Block System. — A block system in 
which the signals are operated by electric, pneumatic, or 
other agency actuated by a train, or by a certain condition 
affecting the use of a block. 

INTERLOCKING SIGNALS 

798. Interlocking. — An arrangement of switch, lock, 
and signal appliances so inter-connected that their move- 
ments must succeed each other in a predetermined 
order. 

799. Interlocking Plant. — An assemblage of switch, 
lock, and signal appliances interlocked. 

800. Interlocking Station. — A place from which an 
interlocking plant is operated. 

801. Interlocking Signals.— The fixed signals of an 
interlocking plant. 

802. Home Interlocking Signal. — A fixed signal at the 
point at which trains are required to stop when the route 
is not clear. 

803. Distant Interlocking Signal. — A fixed signal used 
in connection with a home interlocking signal to regulate 
the approach thereto. 

804. Dwarf Interlocking Signal. — A low fixed signal. 



THE TIME TABLE 279 



THE TIME TABLE 

805. Each time table shows a list of stations on its face, 
under the number of each train and opposite the name of 
each station, the time of the train at that station is shown.- 

806. Not more than two times are given for a train at 
any point. 

807. Where one is given it is, unless otherwise specified, 
the leaving time. 

808. Where two are shown, one is the arriving time and 
the other is the leaving time. 

809. Trains must not arrive ahead of their arriving 
time, or leave ahead of their leaving time. 

810. Where trains are scheduled to meet at any point, 
the time for the train at that point is shown in full-faced 
type. 

811. The number of the train to be met or passed will 
appear in small type immediately adjoining the full-faced 
type. 

812. To the left of the lists of station names is shown a 
mileage list, so that the engineer may know the number of 
miles he has to run his train. 

813. The distance between stations is shown in figures, 
between the names of the stations. 

814. The letter S shown before the time of the train 
indicates that the station for which the time is shown is a 
regular stop for that train. 

815. The letter F indicates that stations for which the 
time is shown is a flag stop for that train. 



280 TRAIN PROTECTION 

8 1 6. The letter D stands for day; N, for night; D and 
N, day and night telegraph offices. 

817. Other small letters are shown for certain trains at 
designated stations. These letters refer to special rules 
regarding the train at that point. 

818. On the front of each time table is shown the number 
of the time table, the date and hour it takes effect. 

819. Trains are designated as first-, second-, and third- 
class, and extras. 

820. Extras are not listed in the schedule. 

821. A first-class train is superior to a second-class train. 

822. A second-class train is superior to a third-class 
train. 

823. Extra trains have no class or right except those 
conferred by general order or train order. 

TRAIN PROTECTION 

824. If an accident occurs to the train, the engineer 
must see that other tracks which may be obstructed are 
protected at once, notifying all trains to look out for ob- 
structions on the track, until the extent of the damage 
has been ascertained, when if the other tracks are not ob- 
structed, the protection may be recalled from those tracks. 

825. When a train stops or becomes delayed, so that 
it may be overtaken by another train, the flagman must 
go back immediately with stop signals a sufficient dis- 
tance to insure full protection. When recalled he may 
return to his train, first placing two torpedoes on the rail 
when the conditions require it. 



THE LOCOMOTIVE ENGINEER 281 

826. The front of the train must be protected by the 
fireman when the conditions require it. 

827. Trains must approach the end of double track, 
junctions, railroad crossings at grade and drawbridges 
prepared to stop, and not proceed until the signals are 
right and the track clear. 

828. Where required by law trains must stop. 

829. Engineers and conductors are held responsible 
for the safe movement of their trains and must 
take every precaution for their protection and run 
no risks. 

830. The operating rules of the different roads usually 
have some features which distinguish them as belonging 
to that particular system, so that no hard and fast rule 
can be laid down as the standard on all roads. Therefore 
the student must familiarize himself with the operating 
rules used on the system on which he works. 

THE LOCOMOTIVE ENGINEER 

831. The duties and requirements of a locomotive en- 
gineer are very numerous and diverse. 

He must report for duty at a designated time and place, 
secure a time slip, sign an order for the necessary supplies 
for the trip, examine the bulletin and general order board 
and sign all new general orders. 

He must then prepare his locomotive for the trip. 

He must know that the injectors, air pump, and lubri- 
cators are in working condition and observe the condition 
of the fire-box sheets. 



282 THE LOCOMOTIVE ENGINEER 

While oiling around he must observe the condition of the 
machinery. 

He must know that the proper supply of water, coal, 
and sand are on the locomotive, that the sand blowers are 
in working condition, as well as the signal equipment. 

He will then move the locomotive to the yard or place 
designated, couple to the train, and test the air brakes on 
the train to see that they work properly when operated 
from the locomotive. 

He must compare time with the conductor. He is then 
ready to move the train subject to the rules governing the 
movement of trains. 

He must exercise good judgment at all times in starting, 
running, stopping the train and shifting of cars, so as to 
avoid injury to persons or property. 

He must keep a constant lookout on the track ahead 
to observe signals or the appearance of danger. He must 
not permit burning waste on the locomotive, or hot cinders 
to be thrown from the locomotive along the right of 
way, and not allow the front end or ash pan to be 
cleaned except at designated points. He must show 
all orders to the fireman and explain them if requested 
to do so. He must call the indication of signals to his 
fireman. 

He must not permit unauthorized persons to ride on the 
locomotive. 

He must not leave the locomotive except in case of 
necessity and then must leave the fireman in charge. 

On arrival at the terminal he is required to turn in a 
time slip for the trip, showing mileage and actual time on 



ECONOMICAL OPERATION 283 

duty. Make out a work report of all necessary repairs and 
general condition of locomotive. 

He is also required to make a report regarding all cases 
of personal injury, break-downs, and causes of delay to the 
locomotive. 

He is then relieved until time to report for the next trip. 

ECONOMICAL OPERATION 

832. A thorough knowledge of the physical condition 
of the road is absolutely necessary to the successful and 
economical handling of trains. With this knowledge the 
engineer can run his locomotive more economically and 
make better time with less waste of energy. 

833. When starting a train, the reverse lever should be 
placed at full stroke, with a light throttle. As the loco- 
motive increases speed the reverse lever should be moved 
gradually to as near the center as the required speed of the 
train will permit. As the reverse lever is being notched 
up, the throttle should be opened in proportion, so that 
when the reverse lever is hooked up just as far as good 
service will permit, the throttle will be wide open. Now 
ease off on the throttle slightly. This will not wire-draw 
the steam, but will relieve the valves of some of the excess 
pressure under which they are working and which the 
cylinders are not using. This will cause the engine to run 
free and attain a higher rate of speed. 

834. Every mile an engine is run with the reverse lever 
one notch lower in the quadrant than is necessary, is just 
so much energy wasted. 



284 PERSONAL INJURIES 

835. Every drop of oil that is spilled and poured on an 
engine and does not reach the bearings for which it was 
intended, is a waste of supplies. 

836. Every engineer should practice economy in the 
use of supplies and the running of the locomotive. 

PERSONAL INJURIES 

837. Every locomotive engineer should know what to 
do in case of personal injury, as such accidents are always 
liable to occur at any time, sometimes a long distance 
from a doctor or other assistance. 

838. If a leg is cut off, bind a cord around the stump 
a few inches back of the injured part, put a binder in this 
cord and twist it until the flow of blood is stopped, place 
the patient in as comfortable a position as possible, and 
secure medical aid. 

839. If the flesh is torn or cut and the parts not severed, 
bind the parts closely with a handkerchief or piece of a 
shirt. If the bleeding is too profuse, bind the parts the 
same as for a severed limb. 

840. If an artery is severed, place a binder between the 
body and the cut. 

841. If a vein is severed, place the binder on the side of 
the cut farthest from the body. 

842. Arterial blood flows direct from the heart to the 
extremities and flows by spurts at each pulsation of the 
heart and is bright red in color, the blood in the veins 
runs with a steady flow and runs from the extremities 
toward the heart and is dark red in color. 



PERSONAL INJURIES 285 

843. The difference in the direction of the flow of the 
blood in the arteries and veins makes necessary the differ- 
ence in the location of the bandage to stop the flow of 
blood. 

844. If a leg or arm is broken, straighten the limb and 
lash to a board, so that the fracture will not be irritated 
while the patient is being moved. 

845. In case of scalds or burns, saturate the parts with 
valve oil, then bind loosely, to keep out the air and the 
skin from sloughing from the burn. 

846. In case injured persons become unconscious, 
they can sometimes be revived by dashing a little cold 
water in their face, or applying a little to the back of head 
and neck. However, if the fainting is caused by loss of 
blood, the patient must be kept warm. 

847. In case of a fall, or electric shock, move the arms 
from the side to above the head; then press them forcibly 
on the breast and return to the side. Repeat this slowly 
until the patient shows signs of breathing. Chafe the 
arms, wrists and ankles, massage the legs and arms to 
keep up circulation until the patient recovers his breath 
and becomes conscious. 

848. If the injury is about the body, so that the fore- 
going rules cannot be observed, bind a towel (almost every 
engineer carries a towel with him) so as to hold the parts 
together, place the injured person on a stretcher and move 
carefully to the nearest doctor or hospital. 



286 DEFORTMENT 



DEPORTMENT 

849. Every engineer should endeavor to maintain the 
high standard of his calling, by precept and example. 
Although he has become an expert engineer and deserves 
a certain amount of consideration on account of his 
knowledge and ability, yet he must not consider himself 
any better than his fireman on that account, because the 
fireman may be his superior in every other way. There- 
fore the position does not make the man. 

850. The fireman of to-day becomes the engineer of to- 
morrow and should be treated with all due courtesy and 
respect. 

The engineer of to-day was the fireman of yesterday and 
he should remember how he desired his engineer to treat 
him. 

If the engineer meets his fireman as a man, the fireman 
will not presume upon his kindness. 

851. If each one will co-operate with the other in the 
performance of his duties, he will be enabled to give 
better service to his employers. 



Part Six 
QUESTIONS FOR EXAMINATION 

The questions here listed are fully answered in the 
descriptive matter pertaining to each subject. 

The answer to each question bears the same number as 
the question beginning at number one and continuing in 
their regular order throughout the book — for example, 
question No, 9 is answered by paragraph No. 9, question 
No. 96 is answered by paragraph No. 96. By this method 
the student will have the real knowledge of the answer 
impressed upon his mind. The student will know in his 
own mind when reading the question as to whether he 
can answer it or not. If he can answer it, well and good, 
but if he cannot answer it, he can have the answer by 
turning to the paragraph of the same number as the 
question. 

This method of study has the approval of railway 
officials and the indorsement of the foremost educators 
of the present time. 

THE FIREMAN'S DUTIES 

1. What is required of the student fireman before the 
engineer will sign him up as being capable of performing 
the duties of a locomotive fireman ? 

2. When must the fireman report for duty? 

287 



288 FIREMEN 'S DUTIES 

3. What must he examine before starting on each trip? 

4. What must he assist in placing on the engine ? 

5. What necessary equipment is supposed to remain 
permanently on the engine? 

6. What attention must be given to the signal equip- 
ment? 

7. Of what does the signal equipment consist? 

8. When must the head-light, lanterns, and markers be 
lighted ? When put out ? 

9. By whose instruction will the classification lights be 
lighted and set to show green or white ? 

HOW TO FILL THE LUBRICATOR, AND 
OTHER DUTIES . 

10. What is the first move to be made when about to 
fill a lubricator? 

n. Explain in detail the operation of filling a lubricator. 

12. After filling the lubricator what is the fireman re- 
quired to do? 

13. What attention must now be given the fire? 

14. What steam pressure will the fireman endeavor to 
maintain while on the road ? What should the average be ? 

15. What are the fireman's duties while on the road? 

16. When will the fireman take charge of the engine? 
What must he not do ? 

17. When is the fireman required to protect the front 
end of the train? 

18. At the end of the trip, what will the fireman assist 
in doing when required ? 



SIGNALS 289 

19. From what is the fireman's time taken? 

20. When is the fireman relieved from duty ? 

21. With what must the fireman be familiar? 

22. To whom does the fireman report and receive his 
instructions ? 

23. Whose orders must he obey ? 

24. When at the engine house whose direction is he 
under ? 

25. When with the engine whose order must he obey? 

SIGNALS USED IN TRAIN SERVICE 

COLOR SIGNALS 

26. Give the meaning of the following color signals: 
Red ? White ? Green ? Green and white ? Blue ? 

27. Explain the use of a fusee. 

HAND, FLAG, AND LAMP SIGNALS 

28. Explain how the following signals should be given 
when using the hand, flag, or lamp. Stop? Proceed? 
Back ? Train parted ? Reduce speed ? Apply air brakes ? 
Release air brakes ? What is the meaning of any object 
waved violently on or near the track? 

ENGINE STEAM WHISTLE SIGNALS 

29. Explain the meaning of the following steam whistle 
signals. One short ? Two long ? One long, three short ? 
Four long ? Four long, one short ? Five long ? Five long, 
one short ? Three long ? Three short when train is stand- 
ing? Three short when train is running? Four short? 

19 



290 COMBUSTION 

Two short ? One long, two short ? Two long, two short ? 
One long? A succession of short blasts? Explain the 
use of torpedoes. 

AIR WHISTLE SIGNALS USED IN PASSENGER SERVICE 

30. What is the air whistle signal to start? Stop at 
once? Back? Stop at next station? Apply or release 
air brakes ? Reduce speed ? Call flag ? Increase speed ? 

COMBUSTION 

31. Why should the fireman and engineer have some 
knowledge of combustion? 

32. What is generally known as combustion? 

33. How is combustion accomplished ? What is thrown 
off ? What is absorbed ? 

34. What is the composition of bituminous coal ? 

35. What is the composition of the atmosphere? 

36. What is the composition of water ? 

37. What is carbon? 

38. What is carbon dioxide? 

39. What is carbon monoxide? 

40. What is hydrogen? 

41. What is oxygen? 

42. What is nitrogen? 

43. What is the minimum quantity of air required for 
the combustion of one pound of bituminous coal ? 

44. How many parts of carbon and oxygen unite to 
form carbon dioxide? 

45. When heat is first applied to the coal, what is first 
expelled and burned? 



COMBUSTION 291 

46. Does an excess of carbon in the coal produce more 
or less flame? 

47. Give the regular order in which the elements con- 
tained in coal are consumed. 

48. What does hydrogen and carbon when combined 
with oxygen produce? 

49. What are the results of complete combustion ? 

50. What are the results of incomplete combustion? 

51. Explain what takes place when building a new fire? 

52. Does the temperature of new fuel exert any in- 
fluence on the temperature of the furnace? 

53. What temperature is necessary to ignite and burn 
the gases produced from new fuel ? 

54. What will be the result if a large quantity of coal is 
fired at each firing? 

55. How should coal be fired to give the greatest 
efficiency? 

56. What is the composition of smoke? 

57. Upon what does the density of smoke depend? 

58. What is a British thermal unit ? 

59. How many heat units will one pound of coal pro- 
duce? 

60. How many pounds of water will one pound of coal 
evaporate ? 

61. What causes a loss in general efficiency? 

62. What is the rate of combustion per square foot of 
grate surface per hour? 

63. What is the average evaporation per pound of 
coal? 

64. What is the weight of one gallon of water ? 



292 METHODS OF FIRING 

65. What is just as essential as coal to produce perfect 
combustion ? 

66. How many pounds or cubic feet of air per pound of 
coal is necessary to insure complete combustion? 

67. Should the supply of air to the furnace be regulated ? 

68. What will be the result if too much air is admitted 
to the furnace? 

69. How should air be admitted to the furnace ? 

70. Explain how the draft affects combustion. 

71. What will be the result if sufficient oxygen is not 
present during the process of combustion? If a fresh 
supply of air is admitted to the surface of the fire what will 
be the result ? 

72. What beneficial results may be obtained by regulat- 
ing the fire door damper ? 

73. How should the ash pan dampers be regulated? 

74. What is the highest temperature that can be main- 
tained in the fire box under ordinary conditions ? 

75. What absorbs the heat from the furnace? 



METHODS OF FIRING 

76. How many systems of firing are there? 

77. Explain the coking or bank fire. 

78. Explain the graduated or wedge-shaped fire. 

79. Explain the level fire. 

80. What method of firing is recommended for the small 
fire box ? For the large wide fire box ? 

81. What is required while working iji city limits? 



METHODS OF FIRING 293 

82. How should an engine be fired to produce the best 
results with a minimum volume of smoke ? 

83. Explain the use of the fire hook? What will be 
the result of careless or excess hooking ? 

84. What care should be exercised when shaking the 
grates at the beginning of a trip ? 

85. When should the grates be shaken? 

86. How should the dampers be adjusted to produce 
the best results ? 

87. Why should the fire door be closed between each 
shovelful of coal? 

88. Explain the use of the blower. 

89. What should be done if the water becomes danger- 
ously low in the boiler ? 



The Boiler 

GENERAL DESCRIPTION OF THE 
LOCOMOTIVE, ITS CONSTRUCTION 
AND OPERATION 

THE BOILER 

90. What is a locomotive boiler ? 

91. What style of boilers are used in locomotive con- 
struction ? 

92. What kind of material is used in the construction of 
locomotive boilers ? To what tests are they subject before 
being used? 

93. For what qualities are boiler plates carefully tested ? 

94. Why are they tested for tensile strength ? 

95. Why are they tested for toughness and elasticity? 

96. Why are they tested for ductility ? 

97. How are the boiler plates fastened together? 

98. Why are longitudinal seams riveted with a less 
number of rivets than circumferential seams ? 

99. What is the difference in the strength of single- 
riveted lap joints and double-riveted lap joints ? 

100. What kind of joints are used for longitudinal 
seams ? What kind of joints are used for circumferential 
seams ? 

101. How is a butt joint constructed? 

102. Of how many sheets is the fire box constructed? 
Name them. 

294 



THE BOILER 295 

103. Explain where the fire box is placed and by what 
means it is connected at the bottom to the shell. 

104. By what means are the side sheets, door sheet, and 
part of the flue sheet connected to the outer shell ? 

105. How is the crown sheet supported? 

106. Why does the barrel of a boiler need no staying ? 

107. Why must flat surfaces be stayed ? 

108. What is the water leg of a boiler ? 

109. Where is the dome placed on the boiler and for 
what purpose ? What is placed in the dome ? 

no. How is the flue sheet held in place ? 

in. What part of the boiler is called the throat sheet? 

112. What part of the boiler is called the barrel ? 

113. What is placed in the front end or smoke box? 

114. Name the different parts of the boiler. 

115. Why are hand holes provided in the sides of the 
smoke box? 

116. For what purpose is a blow-off cock placed in the 
throat sheet? 

117. For what purpose are removable plugs and plates 
placed at different places in the shell of the boiler ? 

118. Where is the safety valve located ? What is its use ? 

119. What style of fire box is generally used ? 

120. In what position is the boiler placed on the frames ? 

THE ENGINES 

121. What two kinds of engines are used in locomotive 
construction ? 

122. What is a simple engine? 



296 THE ENGINES 

123. Explain the action of the simple locomotive engine. 

124. What is a compound engine? 

125. Explain the action of the compound locomotive 
engine. 

126. How do the simple and compound locomotives 
compare in general performance ? 

127. How many engines has each locomotive? In 
what position are they attached to the frames ? 

128. By what means are the two engines connected? 

129. Explain the relation or position of one engine to the 
other. 

130. For what purpose is the locomotive designed ? 

131. How are all the driving wheels of an engine con- 
nected and for what purpose? 

132. To what is the cylinder saddle connected and for 
what purpose ? What ports does it contain ? 

133. What other two ports are cast in the cylinder cast- 
ing? 

134. What parts convey the power from the cylinder to 
the main pin? 

135. How is the reciprocating motion of the piston 
changed to circular motion? 

136. Explain the action which takes place when steam 
is admitted to the cylinders. 

137. What will be the result if the crank pin is at 
a point which forms an angle to the center line of 
motion ? 

138. What will be the result if the pin is on the center 
line? 

139. How many centers has each engine? 



THE ENGINES 297 

140. When is the engine on its forward center ? 

141. When is the engine on its back center? 

142. What are the forward and back centers of an 
engine sometimes called? What carries the pin past the 
center ? 

143. What means is used with stationary engines to 
carry the engine over the center? Why can this method 
not be used with locomotives ? 

144. Explain what takes place when changing the 
reciprocating motion of the piston to the circular motion 
of the crank pin. 

145. Explain why the angularity of the main rod causes 
the cross-head to travel farther and faster during the move- 
ment of the crank pin from the forward center to the 
bottom quarter, than it does from the bottom quarter to 
the back center. 

146. Explain the reason for the seemingly erratic move- 
ment of the cross-head. 

147. With the cross-head at the exact center of its stroke, 
will the main rod reach to the exact top or bottom quarter 
line? 

148. Why does the angularity of the main rod increase 
during the first part of the stroke and decrease during the 
latter part of the stroke ? 

149. At what points in the stroke is the greatest pressure 
exerted on the crank pin ? 

150. Does the unequal pressure on the crank pin cause 
it to wear uneven? 



298 THE PISTONS 



THE PISTONS 

151. Explain the construction of a piston. 

152. How is steam prevented from leaking past the 
piston head? 

153. How is the piston rod attached to the cross-head? 

CROSS-HEAD AND GUIDES 

154. Why are guides and a cross-head necessary ? 

155. If a cross-head and guides were not used, what 
would be the result? 

156. To what are the guides attached? 

157. What style of guides are generally used ? 

158. Explain the construction of a cross-head. 

159. Is the pressure the same on both the top and 
bottom guide bars? 

160. Explain why the pressures on the guides are un- 
equal. 

MAIN RODS 

161. Why are main rods made I-shaped? 

162. How is the crank or butt end of the main rod con- 
structed ? 

163. Explain the manner of keying up the front end of 
the main rod. 

PARALLEL RODS 

164. Explain how the bearings are .placed in the parallel 
or side rods. What is the difference between the old and 



THE DRIVING WHEELS 299 

new method of construction? Why must great care be 
exercised in the adjustment of the keys in the parallel 
rods? 

THE DRIVING WHEELS 

165. Explain the method of putting a tire on a driving 
wheel center. 

166. Why are driving wheels provided with counter- 
balances ? 

167. Where is the counterbalance placed and why is it 
so placed? 

168. Can any advantage be gained by adding additional 
overweight to the counterbalance? 

THE CRANK PINS 

169. WTiat kind of material is generally used for crank 
pins? 

170. Explain how the pins are placed in the wheels. 

171. Explain how the collars are made and fastened to 
the pins to hold the rods from slipping off the pins. 

THE DRIVING AXLES 

172. Of what kind of material are driving axles made? 

173. How are driving axles now made? 

174. What pressure is used to press the wheels on the 
axles? 

LOCOMOTIVE FRAMES 

175. Of what kind of material are locomotive frames 
made ? To what test are they subject ? 



300 DRIVING BOXES 

DRIVING BOXES 

176. Give a general description of a driving box. 

177. Why are shoes placed between the driving box 
and the pedestals? 

178. Explain the purpose and manner of adjusting 
driving box wedges. 

179. Where is the oil cellar located? What is it filled 
with? 

180. What is the purpose of the small holes which are 
drilled in the top of the driving boxes ? 

THE SPRING SADDLE 

t8i. Explain the use of a spring saddle. 

THE DRIVING SPRINGS 

182. Why are driving springs used? 

183. Explain the construction of a driving spring. 

SPRING HANGERS 

184. What is a spring hanger ? 

EQUALIZERS 

185. What are equalizers used for ? 

ENGINE TRUCKS 

186. For what purpose are engine trucks used? 

187. Explain the construction of the four-wheeled or 
bogie truck. 

188. What other style of truck is used? 



THE SLIDE VALVES 301 

THE VALVES 

189. What are the valves used for? 

190. What two kinds of valves are generally used? 

THE SLIDE VALVES 

191. What type of slide valve is generally used? What 
other style of valve is coming into general favor ? 

192. Give a general description of a balanced slide 
valve. What are balance strips used for? What holds 
the strips in place? 

193. Explain the most simple form of slide valve. 

194. When the simple slide valve is used, is steam ad- 
mitted to and exhausted from the cylinder during the 
entire stroke? 

195. In order to use the steam expansively, how are 
slide valves now made ? 

196. What occurs when the valve is moved to one side 
of its central position on its seat ? 

THE ALLEN VALVE 

197. Explain the construction of the Allen or Allen- 
Richardson Valve. What is the purpose of the supple- 
mentary arch ? 

THE PISTON VALVE 

198. What feature of the piston valve is causing it to be 
generally used ? 

199. What is meant by inside admission? 



302 VALVE GEARS 

200. What is meant by outside admission ? 

201. Explain the form and construction of the valve seat. 

LAP 

202. What is lap, as applied to the valves of a loco- 
motive ? 

203. What is lap used for? 

204. What is outside lap ? 

205. What is inside lap ? 

206. What does inside lap control ? 

LEAD 

, 207. What is lead as applied to the valves of a loco- 
motive ? 

208. Why are valves set with lead ? 

209. Explain in detail why lead is necessary. 

210. When is the necessity for lead only apparent ? Why ? 

211. What is the proper amount of lead to give the 
valves when set in the ordinary running position ? 

VALVE GEARS 

212. What is meant by valve gears? 

213. What styles of valve gears are most generally used ? 

THE STEPHENSON VALVE GEAR 

214. Give a general description of the construction of 
the Stephenson valve gear. 

215. Why is a disc eccentric used? What advantage 
has it over the common crank ? 



THE CUT-OFF 303 

216. How are the eccentric blocks which control the 
movement of the engine designated ? 

217. What distance equals one-half the throw of the 
eccentric ? 

218. Does the travel of the valve at full stroke equal the 
full throw of the eccentric ? 

219. How is the eccentric strap in which the blocks works 
connected to the link? Which eccentric rod is usually 
attached to the top of the link ? 

220. What is a link and to what radius is it curved? 

221. What is meant by the radius of the eccentric rod? 

222. What is placed in the slot in the link? What is 
attached to the link block? Name the different parts 
through which motion is transmitted from the link to the 
valve. 

223. By what means are the links raised or lowered? 

224. What change takes place when the links are raised 
or lowered? 

225. Explain how the position of the link block affects 
the valve travel. 

THE SADDLE PIN 

226. Why is the saddle pin set out of center on the link? 

THE CUT-OFF 

227. What is meant by the cut-off? 

228. When the link block is near the end of the link, 
when will the cut-off occur? When the link block is near 
the center of the link, when will the cut-off occur ? 



304 THE ALLEN VALVE GEAR 

229. With the Stephenson valve gear, what causes the 
lead to increase as the valve travel is shortened ? 



THE SLIDE VALVE OPERATED BY THE 
STEPHENSON VALVE GEAR 

230. When the main pin is on the forward center, what 
is the position of the forward motion eccentric? 

231. What is meant by angular advance? Why is it 
used? 

232. If the valve had no lap or lead how should the 
eccentric be set? 

233. What is the relation of the back motion eccentric 
to the pin ? 

234. Explain how motion is transmitted from the eccen- 
tric to the valve to overcome lap and produce lead. 

235. Explain in detail the movement of the eccentric, 
valve and main pin and their relation to each other during 
one complete stroke. 

236. Which eccentric controls the valve when the engine 
is reversed? 

237. By what are the points of cut-off and direction of 
motion controlled? 

THE ALLEN VALVE GEAR 

238. What kind of a link has the Allen valve gear? 
Where are the forward and backward motion eccentric 
rods attached to the link? 

239. With the engine in the forward motion what will 
be the position of the link ? 



WALSCHAERT VALVE GEAR 305 

240. By what means is the valve motion reversed with 
this gear? 

241. Is the Allen valve essentially a part of this gear ? 

THE WALSCHAERT VALVE GEAR 

242. What is considered one of the most important 
features of this gear? 

243. Name the different parts of this gear. 

244. What kind of a link is used ? 

245. To what radius is the link curved ? 

246. When the engine is reversed, which is moved, the 
link block or the link ? 

247. Does the position of the main pin have any in- 
fluence upon the movement of the valve by the reverse 
lever, when reversing the engine ? 

248. What part of this gear controls the lap and lead? 

249. Explain why the lap and lead is independent of the 
eccentric rod and link. 

250. When an outside admission valve is used 
how is the eccentric crank set in relation to the main 
pin? 

251. When an inside admission valve is used how is the 
eccentric crank set in relation to the main pin ? 

252. Why is the position of the eccentric crank in its 
relation to the pin sometimes changed from its position 
of 90 degrees ahead or back of the pin ? 

253. With the cross-head and piston in the center of the 
stroke will the main pin be on the exact quarter ? 

254. Is it necessary to make any change in the adiust- 
20 



306 VALVE SETTING 

ment of the Walschaert gear to offset the angularity of 
the main rod? 



DIRECT AND INDIRECT MOTION 

255. What causes an engine to be direct in the forward 
motion ? 

256. What causes an engine to be indirect in the back- 
ward motion? 

257. With an inside admission valve, where is the radius 
rod connected to the combination lever? 

258. If an outside admission valve is used, where would 
the radius rod be connected to the combination lever? 
Why is a valve stem support or guide provided ? 

THE RELATIVE POSITIONS OF THE VALVE, 
MAIN PIN, AND ECCENTRIC OF THE 
WALSCHAERT VALVE GEAR WITH INSIDE 
ADMISSION VALVES 

259. Give a detailed explanation of the movement of 
the Walschaert valve gear, during one complete stroke of 
the piston, beginning with the main pin on the forward 
center, and the reverse lever in the forward motion. 

260. How is the constant lead of the Walschaert valve 
gear obtained? 

VALVE SETTING 

261 . What knowledge should every engineer have of 
valve setting? 



INJECTORS 307 

262. Explain in detail how to set the valves with the 
Stephenson valve gear. 

263. Explain in detail how to set the valves with the 
Walschaert valve gear. 

264. Are the different parts of the Walschaert gear made 
subject to change? When absolutely necessary what 
parts may be adjusted ? 

INJECTORS 

265. What are injectors used for ? 

266. How are they designated ? 

267. What is a lifting injector? 

268. What is a non-lifting injector ? 

269. What connects the injector and the water space in 
the tank ? How is the supply regulated ? 

270. By what means does the injector get its steam from 
the boiler? 

271. Through what does the water and steam pass from 
the injector to the boiler ? 

272. What is placed in the end of the branch pipe ? 

273. Name the different parts of the injector? 

TO OPERATE THE INJECTOR 

274. Explain how a lifting injector should be started 
and what takes place in the injector. 

275. How does the injector force the water into the 
boiler ? 

276. Explain the theory of injector action. 



308 INJECTOR DEFECTS 

277. To what part of the boiler is water usually supplied ? 
Why is this necessary ? 

278. On locomotives having the delivery pipe connected 
to the boiler head, where is the water delivered in the boiler. 

INJECTOR DEFECTS 

279. What is absolutely necessary in the supply pipe 
with lifting injectors ? • 

280. Why is it necessary to have atmospheric pressure 
on the water in the tank ? 

281. When an injector fails and the cause is not known 
what should be done? 

282. If the injector still refuses to prime or lift the water 
what may be the cause ? 

283. If the injector primes all right but refuses to force 
water into the boiler what may be the cause ? 

284. What is the cause of injectors spilling water at the 
overflow ? 

TO USE THE INJECTOR AS A HEATER 

285. How may the injector be used as a heater? Why 
should the front or drain cock in the branch pipe be 
opened ? 

286. How should the heater be shut off ? 

287. What care should be exercised to keep both in- 
jectors in working condition ? 

288. What special attention should always be given to 
the injectors before leaving a terminal ? 



LUBRICATORS 309 

INJECTORS LEAKING STEAM AT OVERFLOW 

289. What may be the cause of an injector leaking steam 
at the overflow? 
, 290. How may these leaks be tested ? 

TO TEST FOR LEAKS IN THE SUPPLY PIPE 

291. How may the supply pipe to the injector be tested 
for leaks? 

LUBRICATORS 

291 a. What are lubricators used for? 

292. Give a general description of how the lubricator is 
constructed. 

293. What takes place when steam is admitted into the 
condensing chamber? 

294. When condensing valve D is opened where does 
the water from the condensing chamber go ? 

295. Explain how the water which is admitted into the 
bowl of the lubricator, with the oil, causes it to operate. 

296. What are equalizing pressure pipes and how are 
they used ? 

NAMES OF DIFFERENT PARTS OF THE 
LUBRICATOR 

297. Name the different parts of the lubricator. 

298. Why must lubricators be operated exactly accord- 
ing to directions? 



310 LUBRICATORS 

299. If the sight feed glasses become stopped up, what 
saould be done? 

300. When the feed valve, nipples become stopped up, 
low may they be cleaned out ? 

301. Why should the bowl of lubricator be cleaned out 
at frequent intervals? 

302. What is the most frequent cause of erratic action 
in the lubricator? 

303. What kinds of choke plugs are used ? 

304. Where are the choke plugs now usually located? 
What is the effect on the lubricator when the choke plugs 
are badly worn? 

305. After filling the lubricator with oil, why should the 
condensing valve be opened at once ? 

306. When is it necessary to fill the lubricator on the 
road ? How may it be operated at once without waiting 
for it to condense ? 

THE McCORD FORCE FEED LUBRICATOR 

307. Explain the general construction of the McCord 
force feed lubricator. 

308. How are the pumps operated ? 

309. Name the different parts of the lubricator. 

310. How should this lubricator be filled? 

311. Explain in detail the operation of the force feed 
lubricator. 

312. How is the feed adjusted? 

313. Can the individual pumps be operated by hand ? 



THE TRANSFORMER 311 



THE TRANSFORMER 

314. Name the different parts of the transformer. 

315. Explain the operation of the transformer. 

316. How is the wear in the transformer case reduced 
to a minimum ? 

317. How is leakage prevented around the shafting? 

318. Does this lubricator require any pressure in the 
oil reservoir or sight feed glasses ? 

319. Does the lubricator stop feeding when the engine 
stops ? 

320. Can the reservoir be filled while the lubricator is 
in operation? 

321. Is the feed adjustable? 

1,22. Will the lubricator work against back pressure or 
resistance ? 

THE STEAM GAUGE 

323. Is the boiler pressure as indicated on the steam 
gauge reckoned from absolute or atmospheric pressures? 

324. How may the absolute pressure on the boiler be 
found ? 

325. How are steam gauges for locomotives usually 
made? 

326. Why are coils placed in the pipe to the steam 
gauge? Is there water or steam in the gauge? What 
effect has the pressure in the curved tube in the gauge? 

327. What would be the effect on the gauge if a leak 
should drain the water out of the feed pipe ? 



312 WATER SUPPLY 

328. What should be done when the gauge and safety 
valve do not indicate the same maximum pressures ? 

329. What should be done when the safety valve refuses 
to raise at the pressure for which it is set ? 

GAUGE COCKS 

330. What are gauge cocks? 

331. What are the gauge cocks used for? 

332. What is the water glass used for? 

THE WHISTLE AND BELL 

333. What are the whistle and bell used for? 

334. When is the engineer required to sound a warning ? 

335. When must the engine bell be rung? 

THE WATER SUPPLY 

336. How should the water be supplied to the boiler? 
Is flooding or priming detrimental ? 

337. What is the proper depth of water to be carried in 
most boilers? 

338. Why should great care be exercised in supplying 
water to the boiler ? 

339. Does the operation of the injector take any heat 
or pressure from the boiler ? 

340. How many cubic feet of steam are required to each 
gallon of feed water? 

341. How may water be supplied to the boiler in the 
most economical manner? 



WATER FOAMING 313 

342. Why does irregular pumping often result in engine 
failures ? 

343. How will the careful, economical engineer regulate 
the water supply? 

WATER FOAMING 

344. Is foaming a dangerous condition ? 

345. How is foaming usually first detected? 

346. How will the exhaust sound ? What other indica- 
tions will appear at the same time ? 

347. How should the test for foaming be made? 



THE CAUSE OF FOAMING AND ITS REMEDIES 

348. Name some of the most common causes of foam- 
ing. Does mineral oil cause foaming ? 

349. What effect does carbon oil have when injected 
into the boiler with the feed water? 

350. How may blue vitriol be used ? 

351. When oil or grease has gotten into the tank, how 
may it be removed ? 

352. How may the surface cock be used ? 

353. If the blow-off cock is opened, what care should be 
exercised ? 

354. How may scale be removed from the valve of the 
blow-off cock. 

355. When running with bad water, how may the engine 
be run to the best advantage ? 



314 STEAM 

. PRIMING 

356. What is the cause of priming and how may it be 
detected ? 

357. Why is priming detrimental to the engine? 

STEAM— WHAT IT IS AND HOW GENERATED 

358. What is steam? 

359. At what temperature is steam generated? 

360. With a boiler pressure of 180 pounds per square 
inch, what will be the temperature of the water and steam 
in the boiler? 

361. What are the expansive properties of steam at 180 
pounds pressure? 

362. To what is the expansive property of steam due? 

363. Since it has been shown that the expansive property 
of steam is due to the heat which it has absorbed, what 
else does this also prove? 

364. What two conditions of steam are there ? 

365. What is saturated steam? 

366. Upon what does the temperature of saturated steam 
depend ? 

367. How may saturated steam be superheated? 

368. In order to superheat steam, why must it be separ- 
ated from the water in the boiler ? 

369. Why is the term saturated steam often misunder- 
stood? 

370. What kind of steam passes through the throttle 
valve, to operate the engines? 



LOCOMOTIVE BREAKDOWNS 315 

371. What per cent of moisture may dry steam contain 
before it is called wet steam ? 

372. Is there any moisture apparent in superheated 
steam ? 

HOW STEAM PASSES THROUGH THE ENGINE 
AND OPERATES IT 

373. Trace the steam from the boiler through the engine 
to the open air, explaining the work that it does during its 
passage. 

NAMES OF PRINCIPAL PARTS OF THE 
LOCOMOTIVE 

374. Why is it necessary to know the*names of the differ- 
ent parts of the locomotive ? 

375. Name the different parts of the boiler. 

376. Name the different parts of the engine. 

LOCOMOTIVE BREAK-DOWNS AND THEIR 
REMEDIES 

377. What is the first thing to do when a break-down 
occurs ? 

378. What is the next most important thing to do? 

379. In case of accident, who must be notified as soon as 
possible ? 

FRONT CYLINDER HEAD 

380. If a front cylinder head is knocked out, what should 
be done? 



316 CROSS-HEAD 

BACK CYLINDER HEAD 

381. If a back cylinder head is knocked out or badly 
damaged, what should be done ? 

CROSS-HEAD 

382. If a cross-head is badly broken so that it will not 
slide in the guides with safety, what should be done ? 

MAIN ROD 

383. If a main rod is bent or broken, what should be 
done? 

SIDE RODS 

384. If a forward or back side rod connection is broken, 
what should be done ? 

385. If a main connection, what should be done? 

MAIN PIN 

386. What should be done when a main pin is broken 
off close to the wheel ? 

FRONT, BACK, OR INTERMEDIATE PINS 

387. When a front, back or intermediate pin is broken, 
what should be done? 

MAIN AXLE 

388. What should be done when a main axle is bent or 
broken between the frames? 



FRONT AXLE 317 

389. If the main axle is broken off just outside of the 
box, what should be done? 

FRONT AXLE 

390. If the front axle is broken between the frames, 
what should be done? 

391. What should be done if the wheel is broken off 
outside of the driving box ? 

INTERMEDIATE AXLE 

392. If an intermediate axle is broken between the 
frames, what will be necessary? 

REAR AXLE 

393. If a rear axle is broken or damaged so that it will 
not turn or carry its share of the weight, what should be 
done? 

394. If the rear wheel is broken off outside of the driving 
box, what should be done? 

BROKEN TIRE 

395. When a tire breaks, what should be done? 

TO REMOVE FRONT SIDE ROD CONNECTIONS 

396. How may the front side rod connections be re- 
moved from an H-6a or H-6b engine ? 

397. In what other way may the front side rod connec- 
tion be removed? 



318 BROKEN VALVE YOKE 

TO REMOVE THE VALVE STEM PIN FROM 
THE ROCKER ARM 

398. How may the valve stem pin be removed from the 
rocker arm? 

BROKEN VALVE YOKE 

399. How may the valve be blocked when the yoke is 
broken ? 

MAIN STEAM VALVE, STEAM PIPE, OR STEAM 

CHEST 

400. When a main steam valve, steam pipe, or steam 
chest is broken what is necessary ? 

BROKEN ECCENTRIC STRAP OR ROD 

401. What must be done when one eccentric strap or 
rod is broken? 

BROKEN SPRING, SPRING HANGER, OR 
EQUALIZER 

402. What must be done when a spring, spring hanger, 
or equalizer is broken? 

403. If a long truck equalizer breaks, what should be 
done? 

BROKEN REVERSE LEVER, REACH ROD, LINK 
HANGER, OR TUMBLING SHAFT 

404. When a reverse lever, reach rod, link hanger, or 
tumbling shaft is broken, what should be done? 



BROKEN ECCENTRIC ROD 319 

BREAK-DOWNS OF THE WALSCHAERT VALVE 

GEAR . 

405. Is there any difference in the valves used with the 
Walschaert valve gear and those used with other styles of 
valve gears? 

406. When disconnecting engines equipped with the 
Walschaert valve gear, up to what point do the same rules 
apply as for the Stephenson valve gear ? 

407. When the valve gear itself is not injured, but for 
some other reason the valve must be clamped central on 
its seat, what should be done? 

BROKEN ECCENTRIC ROD 

408. When the eccentric rod is broken, how should the 
gear be disconnected ? 

BROKEN ECCENTRIC CRANK OR LINK 
EXTENSION 

409. What should be done, in case of a broken eccentric 
crank or link extension? 

BROKEN LIFT SHAFT OR RADIUS ROD 
HANGER 

410. Explain what should be done when the lift shaft 
or radius rod hanger breaks. 

BROKEN RADIUS ROD 

411. If a radius rod is broken, what should be done? 



320 BROKEN CROSS-HEAD 

BROKEN CROSS-HEAD ARM 

412. If a cross-head arm or union link is broken, what 
should be done? 

BROKEN COMBINATION LEVER 

413. When the combination lever is broken what should 
be done? 

BROKEN CROSS-HEAD 

414. When a cross-head is broken so that it is necessary 
to remove the main rod, what should be done ? 

What different methods are sometimes used when dis- 
connecting this valve gear? 

TESTING FOR BLOWS WITH THE INSIDE 
ADMISSION PISTON VALVE 

415. Explain in detail how to test for* a valve blow, 
with the inside admission piston valve. 

416. When the valve is central on its seat, and steam 
appears at either cylinder cock, what does it indicate? 

If steam also blows through to the stack, what does it 
indicate ? 

When a continuous blow occurs at the stack, no steam 
showing at the cylinder cocks, what does it indicate ? 

TO TEST THE CYLINDER PACKING 

417. In what position should the engine be placed to 
test for cylinder packing blows? 



POUNDS: HOW LOCATED 321 

Explain in detail how to test for cylinder packing blows Q 

418. In what respect does the test for blows, with the 
outside admission piston, or balanced slide valve differ 
from that of the inside admission valve ? 

419. Are there any blows for which there is no absolute- 
ly sure test ? 

When these blows occur what should be done ? 
Name some of the blows for which there is no absolutely 
sure road test. 

420. Is there any difference in the sound of a valve, or 
cylinder packing blow? 

Is a cylinder packing blow continuous or intermittent ? 
When the engine is in the forward motion, when will 
the blow appear? 

If in the back motion, when will the blow occur ? 

421. Is a valve blow continuous or intermittent? 

POUNDS: HOW LOCATED 

422. Explain how to test for pounds in the rods and 
cross-head. 

How should the driving boxes and wedges be tested ? 

DRIVING BOX ADJUSTMENT 

423. Explain how the driving axles are kept in tram 
or an equal distance apart. 

What means is used to keep the pedestal jaws from 
wearing ? 

What means is used to take up the lost motion of the 
driving boxes? 
21 



322 SAND AND ITS USE 

Why is the adjustment of wedges a very important 
matter ? 

Why should the shoes be kept well oiled ? 

424. Explain how the driving box wedges should be 
adjusted. 

If the wedges are set up too tight, what is liable to be the 
result ? 

THE THROTTLE VALVE COCKED OR 
DISCONNECTED 

425. How may the throttle valve be closed when it be- 
comes cocked, or is held open by scale ? 

426. What should be done when the throttle valve be- 
comes disconnected? 

427. After the steam pressure has been reduced, how 
may the throttle valve sometimes be closed ? 

If this means is not effective, what should be done? 

428. Would it be good policy to try to handle a train 
with a locomotive having a disconnected throttle ? 

429. What is one of the most effective ways of reducing 
steam pressure in a boiler? 

How may the movement of the engine be controlled? 

430. If the throttle is closed when it becomes discon- 
nected, what should be done? 

SAND AND ITS USE 

431. Why is sand used in connection with the movement 
of a locomotive ? 

432. Explain the different devices for applying sand to 
the rail. 



THE MALLET COMPOUND LOCOMOTIVE 323 

433. Why must great care and good judgment be used 
in the use of sand ? 

434. Why is the hand lever sander not as satisfactory 
as other devices ? 

435. Is the use of sand over the movable parts of an 
interlocking plant prohibited? 

436. Should sand be applied to the rail while an engine 
is slipping ? 

What might be the result if sand was applied to the rail 
while the engine w r as slipping ? 

THE MALLET ARTICULATING COMPOUND 
LOCOMOTIVE 

437. In general construction, of what does the Mallet 
type of locomotive consist? 

438. i\re there more than one group of drivers ? 

439. Are the drivers all operated by the same cylinders? 

440. On account of the long wheel base, what means is 
provided to allow the necessary flexibility ? 

441. Explain the manner in which the boiler is support- 
ed on the frames. 

442. Why is the forward bearing fitted with controlling 
springs ? 

443. What is provided in the receiver pipe, connecting 
the high- and low-pressure cylinders, and the exhaust pipe 
connecting the low-pressure cylinders with the smoke box ? 

444. Give a general explanation of the boiler used with 
this locomotive. 

445. How is water supplied to this boiler? 



324 THE MALLET COMPOUND LOCOMOTIVE 

446. Is the feed water chamber provided with any safety 
device ? 

At what pressure is the safety valve set to open ? 

447. What means is provided for entering the combus- 
tion chamber? 

448. What surrounds the combustion chamber? 

449. Can the locomotive be separated into two sections ? 
4.50. What kind of a throttle valve is used with this loco- 
Jtive ? 

451. Explain the passage of the steam from the high 
j the low-pressure cylinders. 

452. How is excess condensation in the low-pressure 
cylinders prevented? 

453. Explain how the steam enters the reheater, and 
is conveyed to the low-pressure cylinders. 

454. Are the low-pressure cylinders cast separately, or 
in one piece? 

How are they fastened to the frames ? 
What means is provided for conducting the exhaust 
steam from the low-pressure cylinders to the atmosphere ? 

455. How are the joints in the exhaust pipe prevented 
from leaking? 

456. What kind of valves are used ? 

457. How are the high-pressure cylinders lubricated? 

458. How are the low-pressure cylinders lubricated ? 

459. What style of valve gear is used to operate the 
valves ? 

What lead is given the valves ? 

460. What means is provided for reversing the valve 
gear? 



THE MALLET COMPOUND LOCOMOTIVE 325 

461. Explain in detail the operation of the ragonet power 
gear, as applied to the Mallet locomotive. 

462. Explain how the forward and rear frames are 
connected. 

463. How far do the front frames extend forward? 
• To what is the forward bumper beam attached ? 

What is the approximate maximum width of the 
cylinder casting? 

464. How is the boiler supported on the front frames? 

465. How is the wear taken off the forward boiler 
supports ? 

466. How are the frames prevented from falling away 
when the boiler is raised ? 

467. What kind of brake equipment is used? 

468. What kind of compressors are used ? 

469. How are the cylinder cocks and sander operated ? 

470. To what are these engines practically equivalent? 

471. What is necessary in order to develop full power 
when starting? 

How may this be accomplished ? 

472. As soon as the engine is under way and the high- 
pressure cylinders are exhausting into the receiver pipe, 
what should be done? 

473. In the event of a breakdown, how should this type 
of locomotive be handled ? 

474. In the event of cutting out one high-pressure 
cylinder only, what should be done? 

475. Explain the difference between the Mallet loco- 
motive, and two single-expansion locomotives coupled. 

476. Explain the difference in the construction of the 



326 AIR BRAKES 

boiler which enables it to take the place of, and do the 
work of two. 

477. Give the general dimensions of the Mallet type 
class E-3 locomotive. 

AIR BRAKES 

478. What is a brake? 

479. What is a hand brake? 

480. What is a power brake? 

481. Are the hand and power brakes ever combined? 

482. What is an air brake? 

483. Name the principal parts of the air brake system 
and explain their use. 

THE WESTINGHOUSE AIR BRAKE SYSTEM 

484. What is an air pump? 

485. What is the air which it compresses used for ? 

486. How many systems of air brakes are there ? 

487. Explain the straight air system. 

488. How are the straight air brakes released ? 

489. Explain the automatic system. 

490. How are the automatic brakes released ? 

491. Is air admitted to or exhausted from the train line 
when applying the brakes with the straight air system ? 

492. Is air admitted to or exhausted from the train line 
when applying the brakes with the automatic system? 

493. Are the straight and automatic systems ever com- 
bined on the engine and tender? 



AIR BRAKES 327 

THE WESTINGHOUSE 9I-INCH AIR PUMP 

494. Name the principal parts of the 9|--inch air pump. 

495. Explain in detail the operation of the steam end of 
the 9^-inch air pump. 

496. Explain the operation of the air end of the 9|-inch 
air pump. 

WESTINGHOUSE 8HNCH CROSS-COMPOUND 
COMPRESSOR 

497. Explain the general construction of the Westing- 
house 8^-inch cross-compound compressor. 

498. Explain the operation of the steam end of the 81- 
inch cross-compound compressor. 

499. Explain the operation of the air end of the 8J-inch 
cross-compound compressor. 

500. What is the relative capacity and consumption of 
steam of the 8^-inch cross-compound compressor and the 
9^-inch pump? 

AIR PUMP GOVERNOR 

501. What is an air pump governor? 

502. What designs of governors are generally used? 

503. Where is the governor placed? 

504. Name the piping connection of the single-top 
governor ? 

505. When the D-8 brake valve is used, what difference 
is there in the piping connections ? 

506. How is the single-top governor adjusted ? 



328 THE S-F AIR PUMP GOVERNOR 

507. Explain the operation of the single-top governor in 
detail. 

THE S-F AIR PUMP GOVERNOR 

508. How many regulating heads has the S-F governor ? 

509. What is the reason for having two regulating heads 
on this governor? 

510. At what pressure is the excess pressure head of the 
S-F governor adjusted to stop the pump ? 

511. At what pressure is the maximum pressure head 
of the S-F governor adjusted to stop the pump ? 

512. What is the difference between the maximum 
pressure head of S-F governor and the single-top governor ? 

513. What is the difference in the construction of the 
excess pressure head from that of the maximum pressure 
head of the S-F governor ? 

514. Explain the adjustment and operation of the excess 
pressure head of the S-F governor. 

515. With what pressure is the maximum pressure head 
always in direct communication ? 

516. Explain the adjustment and operation of the maxi- 
mum pressure head of the S-F governor. 

517. What is the purpose of the small port in the steam 
valve ? 

518. What are the small vent ports in each governor 
head for ? Why should one of these ports be plugged ? 

519. How should the excess pressure head of the S-F 
pump governor be adjusted ? 

520. How should the maximum pressure head of the 
S-F governor be adjusted? 



ENGINEER'S BRAKE VALVES 329 

ENGINEER'S BRAKE VALVES 

521. What is the most simple device used for the control 
of compressed air on the locomotive ? 

522. Why is it called a three-way cock? 

523. What does it do first? Second? Third? 

524. When the handle is turned to the right, what 
occurs ? 

525. When the handle is turned to the left, w r hat is the 
result ? 

THE COMBINED AUTOMATIC AND STRAIGHT 
AIR BRAKE 

526. What is a combined automatic and straight air 
brake ? 

527. Where is the pressure taken from to operate the 
straight air brake when combined with the automatic 
system? What means are used to reduce the pressure 
supplied to the straight air valve ? 

To what pressure is the reducing valve adjusted ? 

528. Why is a double-seated check valve placed in the 
pipe connections of the combined automatic and straight 
air systems? 

529. Explain the action of the double-seated check valve 
when the automatic valve is used. 

530. When making either an automatic or straight 
air application of the brakes, will the double-seated 
check valve automatically adjust itself to the proper 
position ? 



330 AUTOMATIC BRAKE VALVES 

531. Name the parts of the straight air portion of the 
combined automatic and straight air systems. 

532. What is the safety or pressure reducing valve used 
for? 

AUTOMATIC BRAKE VALVES 

533. How many valves does the automatic brake valve 
contain ? 

534. What is the first valve and its use ? 

535. What is the second valve and its use ? 

536. Name the third valve, and explain its use ? 

537. How should the brake valve handle be operated 
to make an ordinary stop ? 

538. If it is desired to make a further application of the 
brakes, after returning the brake handle to lap position, 
how should it be done ? 

If it is desired to release the brakes, how should it be 
done? 

539. How should the brake valve be operated to apply 
the brakes in the emergency position ? 

540. What pressures are combined in the brake cylinders 
when the emergency position is used ? 

541. As the train line and auxiliary pressures are the 
same, how is a higher pressure obtained in the brake 
cylinders by an emergency application than can be 
obtained by a service application of the brakes ? 

542. How does the air feed through the brake valve 
when in tull release position ? 

543. How does the air pass to the train pipe when the 
brake valve is in running position ? 






G-6 TYPE 331 

THE G-6 TYPE OF ENGINEER'S AUTOMATIC 
BRAKE VALVE, RELEASE POSITION 

544. Explain in detail the flow of air through the G-6 
brake valve, in release position? 

RUNNING POSITION, G-6 TYPE 

545. Trace the air through the G-6 brake valve, in 
running position. 

SERVICE APPLICATION POSITION, G-6 TYPE 

546. Explain the movement of the valve, and trace the 
air through it in service application position. 

LAP POSITION, G-6 TYPE 

547. What occurs when the brake valve is placed on lap 
position ? 

EMERGENCY POSITION, G-6 TYPE 

548. Explain the flow of air through the brake valve, 
in the emergency position ? 

THE E T LOCOMOTIVE BRAKE EQUIPMENT 

549. When was the Westinghouse E T locomotive brake 
equipment first introduced? 

550. How are the two designs of the E T equipment 
now in use designated? 



332 G-6 TYPE 

551. What is the only difference in manipulation be- 
tween the No. 5 and the No. 6 equipment ? 

552. What is one of the advantages of this equipment ? 

553. Has the automatic brake valve used with the E T 
equipment any more ports than the G-6 style? Where 
is this holding position placed? 

What is the holding position used for ? 

554. How is the holding action accomplished? 

555. What does the distributing valve and double 
chamber reservoir take the place of ? 

556. With the E T equipment, through what are the 
independent and automatic brakes united? 

557. When the brakes are applied automatically, can 
they be released or applied on the locomotive by the in- 
dependent brake valve? 

558. How may the independent brake valve be used to 
advantage on long grades? 

559. When the brakes are applied by the independent 
brake valve, by what means is the leakage overcome and 
the pressure maintained in the brake cylinder, until re- 
leased by the independent brake valve ? 

560. Why is this maintaining feature a very important 
safety device? 

561. What is the independent brake valve not intended 
to be used for? 

PIPING OF THE NO. 6 E T EQUIPMENT 

562. Beginning at the discharge from the air pump, 
trace the air to the brake valve. Why is a cut-out cock 



NO. 6 E T EQUIPMENT 333 

placed in the main reservoir pipe ? What is placed in the 
end of this cut-out cock, next to the main reservoir ? 

563. When necessary to close the main reservoir cut-out 
cock, what other cut-out cock should first be closed ? 

564. Beyond the main reservoir cut-out cock how many 
branches has the main reservoir pipe ? 

565. In how many ways does the automatic brake valve 
receive air from the main reservoir? 

566. To what is the branch of the feed valve pipe con- 
nected ? 

567. To what is the third branch of the main reservoir 
pipe connected ? By what means is the pressure reduced 
and supplied to the independent brake valve ? 

568. When the air signal system is installed, to what is it 
connected ? 

569. What is placed in the branch pipe supplying the 
air signal system? 

570. What does the choke fitting in the signal branch 
pipe prevent? 

571. Explain the piping of the distributing valve. 

572. What is placed in the brake cylinder pipes? 

573. To what pipe is the red hand in gauge -No. 1 
connected ? 

574. To what is the black hand in gauge No. 1 con- 
nected ? 

575. In gauge No. 2, to what is the red hand connected? 
To what is the black hand connected ? 

576. What gauge and hand registers the amount of 
reduction made during an automatic application of the 
brakes ? 



334 THE DISTRIBUTING VALVE 

577. What is the black hand of gauge No. 2 used for? 

578. What are the brake valve connections other than 
those already mentioned? 

THE DEAD ENGINE FEATURE 

579. Explain in detail the dead engine feature as pro- 
vided in the piping of the E T equipment. . When the 
dead engine feature is not in use how is it cut out ? 

THE DISTRIBUTING VALVE AND DOUBLE 
CHAMBER RESERVOIR 

580. Of how many portions does the distributing valve 
consist ? 

581. To what is the distributing valve connected? Of 
the two chambers of the double chamber reservoir, what 
is the larger one ? The small one ? 

582. To what portion of the distributing valve is the 
application chamber connected and for what purpose? 

583. When are the equalizing portion and pressure 
chamber used? 

584. When a reduction of brake pipe pressure occurs, 
what does the resulting movement of the equalizing valve 
connect ? 

585. What work does the upper slide valve connected 
to the piston rod of the application portion perform? 
What is this valve called ? 

What work does the lower valve perform? What is it 
called ? 



THE DISTRIBUTING VALVE 335 

586. Where does the air come from that is admitted to 
the brake cylinders by the application valve ? 

587. How many pipes are connected to the distributing 
valve? Why are the piping connections made to the 
reservoir body direct ? 

588. What is the purpose of the connection marked 
M. R. ? 

589. What work does themiddle one marked 2 perform ? 

590. What is the lower left-hand pipe, marked 4? 

591. Of the two pipes on the right,, what is the upper one 
marked C.Y.L.S.? 

592. What is the lower pipe on the right, marked B. P. ? 

593. Xame the different parts of the distributing valve 
and double chamber reservoir. 

AUTOMATIC OPERATIOX OF THE DISTRIB- 
UTING VALVE, CHARGING POSITION 

594. Explain the flow of air in the distributing valve in 
charging position. 

AUTOMATIC SERVICE 

595. Give a detailed explanation of the action of the 
distributing valve and the passage of air through it, in 
automatic service position. 

SERVICE LAP 

596. Explain the position of the valve and the passage 
of air through it, to produce service lap ? 



336 EMERGENCY LAP 

AUTOMATIC RELEASE 

597. Describe the position of the valve and the flow of 
air through it, in automatic release position. 

EMERGENCY 

598. Explain the movement of the distributing valve 
and the flow of air through it, in emergency application. 

EMERGENCY LAP 

599. Explain the action of the distributing valve and the 
flow of air through it, to produce emergency lap. 

600. What occurs in the distributing valve when the 
automatic brake valve handle is moved to release position, 
following an emergency application? 

601. What movement takes place in the distributing 
valve when the brakes are applied by a burst hose, train 
parting, or conductor's valve ? 

Whjen the brakes are applied in this manner, where 
should the handle of the automatic brake valve be placed ? 
Why? 

INDEPENDENT BRAKE OPERATION 

602. Does the equalizing portion of the distributing 
valve move when the brakes are applied or released with 
the independent brake valve? 

603. Explain what takes place when the handle of the 
independent brake valve is moved to application position. 



INDEPENDENT RELEASE 337 



INDEPENDENT RELEASE 

604. What occurs when the handle of the independent 
brake valve is moved to release position ? 

605. Can the brakes on the locomotive and tender be 
released independently when automatically applied? 

606. What is necessary to release the locomotive brakes 
independently, after^ an emergency application of the 
brakes by the automatic brake valve ? 

THE QUICK-ACTION CYLINDER CAP 

607. What is the quick-action cylinder cap used for? 

608. Name the parts of the quick-action cylinder cap. 

609. Explain the action of the distributing valve in 
emergency application, with the quick-action cylinder cap 
attachment. 

610. When an emergency application of the brakes is 
made, how is brake cylinder pressure prevented from 
flowing back to the brake pipe ? 

611. How is the distributing valve drained of any 
moisture which may gather in it ? 

612. When it is desired to remove piston 10 or slide 
valve 16, what is first absolutely necessary? 

THE H-6 ENGINEER'S BRAKE VALVE 

613. Does the H-6 brake valve differ from other styles 
of brake valves ? 

614. Why is this difference in construction necessary? 



338 H-6 AUTOMATIC BRAKE VALVE 

615. How many positions has the H-6 brake valve? 
Name them, beginning at the left ? 

616. Name the different parts of the brake valve. 



ROTARY VALVE, H-6 AUTOMATIC BRAKE 
VALVE 

617. Explain the arrangement of ports, passages, and 
cavities of the rotary valve. 

618. Explain the arrangement of ports in the rotary 
valve seat. 

CHARGING AND RELEASE POSITION 

619. Explain the flow of air when the H-6 brake valve 
is in charging and release positions. 

620. If the brake valve handle is allowed to remain for 
too long a time in release and charging position, what will 
occur? To avoid overcharging the train pipe, to what 
position must the brake valve handle be moved ? 

621. While in charging position, is main reservoir 
pressure connected with the pump governor through the 
brake valve? 

622. Will the release or charging position of the H-6 
automatic brake valve release the locomotive brakes, if 
they are applied? 

RUNNING POSITION 

623. When must the brake valve be carried in running 
position ? 

624. Explain the flow of air through the brake valve 
when in running position. 



SERVICE POSITION 339 

625. Where do ports S in the rotary and P in the seat 
permit air at main reservoir pressure to flow ? 

626. What ports in the rotary valve and its seat connect 
the distributing valve release pipe with the exhaust port Ex? 

627. What causes the pump to stop when uncharged 
cars are cut in? 

628. What should be done when coupling the loco- 
motive to a train? 

After the air has been turned into the brake pipe, in what 
position should the brake valve handle be placed? 

SERVICE POSITION 

629. How should a service application of the brakes be 
made? 

630. Why is it necessary to have the preliminary exhaust 
port restricted to a certain size? 

631. Explain the flow of air through the brake valve in 
service position. 

632. What is the result of a reduction of pressure in 
chamber D and the equalizing reservoir ? 

633. When a sufficient reduction of pressure has been 
made in chamber D and the equalizing reservoir, where 
must the brake valve handle be placed ? 

634. Explain how the flow of brake pipe air to the at- 
mosphere is stopped. 

635. When a service application of the brakes is made, 
is there any difference in the pressure exhausted per square 
inch in chamber D, the equalizing reservoir and the brake 
pipe? 



340 EMERGENCY POSITION 

636. What determines the reduction of brake pipe 
pressure regardless of the length of the train ? 

LAP POSITION 

637. Are all ports covered when the brake valve handle 
is on lap position ? 

638. What is lap position used for? 

HOLDING POSITION 

639. What is the most important feature of the H-6 
brake valve in its connection with the distributing valve ? 

640. What position of the brake valve handle will re- 
lease train brakes and retain the engine and tender brakes ? 

641. Explain what controls the brake pipe pressure and 
why the engine brakes do not release when the brake 
valve handle is placed in holding position. 

642. What is the difference between running and hold- 
ing positions? 

643. When the locomotive brakes have been held ap- 
plied by means of holding position, how may they be re- 
leased ? 

644. How may the locomotive brakes be graduated off ? 

EMERGENCY POSITION 

645. How should an emergency application of the brakes 
be made ? 

When should the emergency position be used ? 

646. Explain how the ports in the brake valve register 
in the emergency position. 



THE S-6 INDEPENDENT BRAKE VALVE 341 

647. What causes the triple valves on the train to move 
to emergency position? 

648. When the brake valve is in emergency position, 
how does it affect the action of the distributing valve ? 

649. What is the purpose of oil plug 29? 

THE S-6 INDEPENDENT BRAKE VALVE 

650. In connection with what is the S-6 independent 
brake valve used? 

651. How many positions has the S-6 independent brake 
valve ? 

652. Name the different parts of the S-6 independent 
brake valve. 

653. Explain the arrangement of ports in the rotary 
valve and seat. 

RUNNING POSITION 

654. Explain the S-6 independent brake valve and its 
arrangement of ports in running position. 

SLOW APPLICATION POSITION 

655. Explain the S-6 independent brake and its arrange- 
ment of ports in slow application position. 

QUICK APPLICATION POSITION 

656. Explain the arrangements of ports and the flow of 
air through them in quick service application of the S-6 
brake valve. . j 



342 THE B-6 FEED VALVE 

LAP POSITION 

657. Explain what takes place when the independent 
brake valve handle is placed on lap position, after an appli- 
cation of the brakes. 

RELEASE POSITION 

658. When is the release position of the S-6 independent 
brake valve necessary? 

659. What is the purpose of return spring 6 ? 

660. If the return spring 6 becomes broken, allowing 
the valve to go to release position, what would warn the 
engineer ? 

661. For what, purpose is plug 20 provided? 

THE B-6 FEED VALVE 

662. Why is the B-6 feed valve considered an improve- 
ment over other valves ? 

663. To what pressure is this valve directly connected? 
What pressure does it control? 

664. Name the different parts of the B-6 feed valve. 

665. How many operative parts has the B-6 feed valve ? 
Of what does the supply part consist ? Of what does the 
regulating part consist ? 

666. Explain in detail the operation of the B-6 feed 
valve. 

667. How may the pressures be changed from high- to 
low-, or low- to high-pressure with this feed valve ? 

668. Why is it not necessary to adjust the pump governor 
when changing the feed valve pressure ? 



TRIPLE VALVES 343 

DOUBLE HEADING 

669. When double heading, which engine should control 
the brakes? 

What precaution is necessary? 

670. What should be done, when double heading with 
an engine equipped with a G-6 brake valve ? 

671. What should be done when double heading with 
an engine equipped with an H-5 brake valve ? 

672. What should be done when double heading with an 
engine equipped with an H-6 brake valve ? 

673. How may the H-5 and H-6 brake valves be dis- 
tinguished from each other ? 

TRIPLE VALVES, THE QUICK ACTION TRIPLE 
VALVE 

674. How many operative parts has the quick-action 
triple valve and when are they operative ? 

675. Of what does the service application part consist? 

676. Of what does the emergency part consist ? 

CHARGING POSITION 

677. Explain the action of the valve and the flow of air 
through it, in charging position. 

SERVICE APPLICATION 

678. Explain the action of the quick-action triple valve, 
in service application. 

679. When two or more reductions of pressure are made 



344 THE K-2 TRIPLE VALVE 

without releasing the brakes, does the slide valve move 
with each application? 

LAP POSITION 

680. Explain the purpose of lap position. 

RELEASE POSITION 

681. Give a detailed explanation of the action of the 
triple valve, when the brake valve handle is placed in re- 
lease position after an application of the brakes. 

EMERGENCY POSITION 

682. What may be the cause of the triple valve moving 
to emergency position? 

683. Give a detailed explanation of the action of the 
valve and arrangement of ports, in emergency application. 

684. What is the effect of uniting the auxiliary and 
brake pipe pressures in emergency application? 

THE K-2 TRIPLE VALVE 

685. Is there any difference in the manner of handling 
the brake valve, with the K-2 triple, than with the old- 
style quick-action triple? 

686. How many positions has the K-2 triple valve ? 

687. What is the first of the advantages claimed for the 
K-2 triple valve ? 

688. Does air from both the brake pipe and auxiliary 
reservoir enter the brake cylinder in quick service applica- 
tion of the brakes ? 



AIR SIGNAL SYSTEM 315 

689. What is the second advantage claimed for the K-2 
triple valve? 

690. What is the third important feature of this valve ? 

691. Explain how the low pressure in the rear end of 
the brake pipe can recharge the auxiliary reservoirs on 
the rear end of the train as quickly as the high pressure 
in the head end of the brake pipe can recharge the auxil- 
iaries on the head end of the train. 

THE AIR SIGNAL SYSTEM 

692. For what purpose is the air signal system used? 

693. In general construction, of what does the signal 
system consist ? 

694. From what does the signal pipe get its supply of 
air and what controls its pressure ? 

695. Is there any difference between the reducing valve 
used with the signal system and the reducing valve used 
with the independent brake valve ? 

696. To what does the connection in the signal pipe 
lead? 

THE AIR WHISTLE SIGNAL VALVE 

697. What does the whistle signal valve control ? 

698. How many operative parts does the whistle valve 
contain ? 

699. Give a detailed explanation of the operation of the 
air whistle signal valve. 

700. When the whistle is to be sounded, how should the 
conductor's valve be operated to secure the best results ? 



346 PRESSURE RETAINING VALVES 

701. If the whistle cord is pulled for a series of signals 
and a sufficient length of time is not allowed to elapse 
between the pulls, what will be the result ? 

702. Will a leak in the signal line cause the valve to 
operate and the whistle to sound ? 

703. If the whistle does not respond when the con- 
ductor's signal valve is opened, what may be the cause? 

PRESSURE RETAINING VALVES 

704. What are pressure retaining valves used for? 

705. In what way does the use of retaining valves add 
to the safety of handling trains ? 

706. Explain the general construction of a retaining 
valve. 

707. Where is the retaining valve usually placed and to 
what is it connected ? 

708. How should the retaining valve be operated ? 

709. What pressure is retained by the ordinary retaining 
valve ? 

710. Explain the construction and operation of the new 
three-position retaining valve ? 

711. When the handle is in line with the pipe will the 
valve retain any pressure? 

712. What pressure does the valve retain when the 
handle is placed at an angle of 45 degrees ? 

713. What pressure does the valve retain when the 
handle is placed in a horizontal position at right angles to 
the pipe? 



TESTING TRAIN BRAKES 347 

FACTS TO BE REMEMBERED IN THE OPERA- 
TION OF THE AUTOMATIC BRAKE SYSTEM 

714. What attention should the engineer give to the 
locomotive brake equipment before leaving the engine 
house ? 

715. What attention should be given the air compressors 
and governors ? 

716. What test should be given the brake valve and air 
gauges ? 

717. Explain how the brakes should be operated when 
coupling to a train, to insure a quick and uniform release 
and a quick recharge. 

TESTING TRAIN BRAKES 

718. When testing the operation of train brakes, how 
much should the brake pipe pressure be reduced ? 

719. What is required of the inspectors after the brakes 
have been applied by the engineer's brake valve? 

720. After inspecting the brakes and signaling the en- 
gineer to release brakes, what is required of the inspectors ? 

721. If the equipment is found defective or the brakes 
do not apply, what must be done ? 

APPLYING THE BRAKES 

722. How should the brakes be applied on long freight 
trains, to make a service stop? 

723. Upon what does the first reduction of brake pipe 
pressure depend when braking passenger trains? 



348 RELEASING THE BRAKES 

RELEASING THE BRAKES 

724. Why should the brakes not be released when an 
emergency application of the brakes has been made, until 
the train has come to a full stop ? 

725. What is another good reason for not releasing the 
brakes after an emergency application, until the train has 
come to a full stop ? 

726. Upon what will the manner of release depend, 
when making a running release after a service application 
of the brakes ? 

727. Under what conditions would it not be safe to re- 
lease at a speed of less than twelve miles per hour? 
Under what conditions may the brakes be safely released, 
at a less rate of speed ? 

728. On passenger trains when making station stops, 
why should the brakes be released immediately before the 
train comes to a full stop ? 

729. How should the brakes be applied on passenger 
trains, when running around curves at a high rate of speed ? 

730. With trains of eight cars or more, how much of a 
reduction should be made? 

731. What may be the result if a less reduction is made ? 

DISORDERS OF THE AIR BRAKE EQUIPMENT 
AND THEIR REMEDIES 

732. To what causes may the disorders and defects of 
the air brake usually be attributed ? 

733. How may air leaks in the piping usually be 
remedied ? 



DISORDERS OF THE AIR BRAKE 349 

734. What is the most usual cause of leaky operative 
parts ? 

735. How may defects in the operation of the brake, 
caused by dirty or gummed parts, be remedied ? 

736. Of what are broken piping or operative parts usu- 
ally the result ? Why do defects arising from this source 
usually require a thorough knowledge of the equipment ? 

737. If the feed valve pressure pipe, leading to the top 
of the excess pressure head of the pump governor, is 
broken, what must be done? 

738. If the main reservoir pressure pipe connection to 
the maximum pressure head of the pump governor, is 
broken off, what should be done ? 

739. If the governor heads are both inoperative, how 
may the pump be controlled? 

740. Can the brakes be operated when the pipe con- 
nection between the equalizing reservoir and the brake 
valve is broken? 

741. If the equalizing reservoir or pipe connection is 
broken, what should be done ? 

742. Can the brakes be operated with the gauge pipes 
broken ? 

743. Can the brakes be operated when any of the brake 
cylinder branch pipes are broken? 

744. If any of the branch pipe connections to the brake 
pipe are broken, what should be done ? 

745. When it becomes necessary to plug a tee connection 
to the main reservoir pipe or brake pipe, what care must 
be exercised? 

746. If the main reservoir branch pipe connection to 



350 DISORDERS OF THE AIR BRAKE 

the distributing valve is broken off, what should be done ? 
What will be the result ? 

747. If the application cylinder pipe is broken off, what 
should be done ? What will be the result ? 

748. What would be the result if the distributing valve 
release pipe is broken? 

749. If the brake valve cylinder pipe is broken off, what 
will be the result and what should be done ? 

750. If the brake pipe branch connection to the dis- 
tributing valve is broken off, what should be done ? 

751. When the brake pipe branch connection to the 
distributing valve is broken off, can the brakes be applied 
on the locomotive? 

752. When a bad leak is apparent by the action of the 
pump, how may its location be determined ? 

753. What will be the result if the rotary valve of the 
automatic brake valve leaks badly? 

754. How may the rotary valve be tested for leaks ? 

755. If a bad leak should appear in the auxiliary reser- 
voir, triple valve, or brake cylinder, what should be done ? 

756. When a leak or break occurs between the cut-out 
cock and the main brake pipe, how may it be repaired ? 

757. Explain how a leak or break in the brake pipe 
may be repaired in another way? 

758. If the brake pipe on a passenger car is broken, how 
may the car be retained in the train and the brakes operat- 
ed on the cars behind it ? 

759. How may a leak in the rotary valve of the independ- 
ent brake valve, be detected ? 

760. If the rotary valve of the independent brake valve 



STANDARD RULES 3U 

is leaking and a partial service application is made with 
either valve and returned to lap, what will be the result ? 

761. When a partial automatic service application is 
made and the brake valve returned to lap position, what 
will be the result of any leakage in the brake pipe, equal- 
izing slide valve, graduating valve, or the independent 
rotary valve? 

762. If a continuous blow occurs at the brake cylinder 
exhaust port of the distributing valve, what is leaking ? 

763. When either brake valve is placed on lap after a 
sendee application, what will be the result of any leakage 
from the application cylinder of the distributing valve ? 

764. What will be the result of failure to operate the 
brakes, according to prescribed rules and such failures 
result in delays, or serious consequences ? 

765. With whom does the remedy for this condition lay? 

EXTRACTS FROM STANDARD RULES, 
GENERAL DEFINITIONS 

766. What is a train? 

767. What is a regular train? 

768. What is a section? 

769. What are extra trains ? 

770. What is a work train extra? 

771. What are passenger train extras? 

772. What is a superior train? 

773. What is a train of superior right? 

774. What is a train of superior class? 

775. What is a train of superior direction? 



352 INTERLOCKING SIGNALS 

776. What is a time-table? 

777. What does a time-table contain? 

778. What is a schedule? 

779. What is a division? 

780. What is a main track? 

781. What is a siding? 

782. What is. a single-track system? 

783. What is a double-track system? 

784. What are three or more tracks? 

785. What is a station? 

786. What is a yard? 

787. What is a pilot ? 

SIGNAL DEFINITIONS 

788. What is a block? 

789. What is a block station? 

790. What is a block signal? 

791. What is a home block signal? 

792. What is a distant block signal? 

793. What is an advance block signal? 

794. What is a block system? 

795. What is a manual block system? 

796. What is a controlled manual block system ? 

797. What is an automatic block system? 

INTERLOCKING SIGNALS 

798. What is an interlocking? 

799. What is an interlocking plant ? 

800. What is an interlocking station? 



TIME-TABLE 353 

801. What are interlocking signals? 

802. What are home interlocking signals? 

803. What are distant interlocking signals? 

804. What is a dwarf interlocking signal ? 

THE TIME-TABLE 

805. What is shown on the face of each time-table ? 

806. How many times may be shown for one train at any 
point ? 

807. Where only one time is shown, what is it ? 

808. Where two times are shown, what are they ? 

809. Are trains allowed to arrive ahead of their arriving 
time, or leave ahead of their leaving time ? 

810. Where trains are scheduled to meet at any point, 
the time for the train at that point is shown in what kind 
of type ? 

811. What kind of type is used to show the number of 
the trains to be met or passed ? 

812. To the left of the list of station names what is 
shown ? 

813. What are the small figures shown between the 
names of the stations ? 

814. When the letter S is shown before the time of a 
train at stations, what does it indicate ? 

815. What does the letter F indicate, when shown before 
the time of trains at certain stations ? 

816. What does the letter D stand for? The letter N, 
D and N? 

817. Other small letters are shown for certain trains 



354 TRAIN PROTECTION 

at designated stations. What do these letters refer 
to? 

8 1 8. Where on each time-table is shown the number of 
the time-table ? The date and hour it takes effect ? 

819. How are trains designated? 

820. Are extras listed on the schedule ? 

821. To w T hat is a first-class train superior? 

822. To what is a second-class train superior? 

823. Do extra trains have right or class? 

TRAIN PROTECTION 

824. When an accident occurs to a train what protection 
must be given other trains at once ? 

825. When a train stops or becomes delayed so that it 
may be overtaken by other trains, what is required of the 
flag-man at once? • 

826. How must the front end of the train be protected, 
when necessary? 

827. How must trains approach the end of double track, 
junctions, railroad crossings at grade and drawbridges ? 

828. Where required by law, what must trains do? 

829. Who are held responsible for the safe movement of 
their trains? 

830. Why can no hard and fast rule be applied to con- 
ditions on all roads ? 

THE LOCOMOTIVE ENGINEER 

831. Give a general description of the duties and re- 
quirements of a locomotive engineer ? 



PERSONAL INJURIES 35o 

ECONOMICAL OPERATION 

832. What knowledge of the physical conditions of the 
road is necessary to the economical handling of trains ? 

833. Describe how a train should be started and how 
the engine should be operated, to give the best results both 
at high and low rates of speed? 

834. By what means may energy be wasted ? 

835. How may supplies be wasted ? 

836. What should every engineer practise, in the use of 
supplies and the running of his engine ? 

PERSONAL INJURIES 

837. Why is it necessary for each engineer to know 
something of emergency treatment of the injured ? 

838. If a leg is cut off, what should be done to stop the 
flow of blood? 

839. If the flesh is torn or cut and the parts not severed, 
what should be clone? 

840. If an artery is severed, how may the flow of blood 
be stopped? 

841. If a vein is severed, how should it be treated? 

842. How can the arterial blood be distinguished from 
venous blood? 

S43. Why is it necessary to place the binder in different 
places to stop the bleeding, when an artery is severed and 
when a vein is severed? 

844. If a leg or arm is broken, how should it be treated ? 

845. In case of scalds or burns, what should be done? 



356 DEPORTMENT 

846. If the injured person becomes unconscious, what 
means may be used to restore consciousness ? 

847. In case of a fall or electric shock, what should be 
done? 

848. If the injury is about the body so that the foregoing 
rules cannot be observed what should be done ? 



DEPORTMENT 

849. What should every engineer endeavor to maintain ? 

850. Why should an engineer always treat his fireman 
in a courteous manner? 

851. What can be gained by co-operation? 



INDEX 



Descriptive Q n 
Index Index 



page page 

Air Brakes . 156 526 

Air Compressor. S^-Inch Cross Compound 165 527 

Air Pump, oj-lnch Westinghouse 159 :: 7 

Air Pump Governors 168 3 ; - 

.Air Pump Governor, The S-F 171 328 

Air Signal System, 260 545 

.Air Whistle Signal Valve 261 545 

Air Whistle Signals 22 290 

Allen Valve Gear, The 60 3 : _ 

Allen Valve 58 301 

Automatic Brake Valves. . , 176 330 

Automatic and Straight Air Brakes Combined 175 529 

Automatic Brake System. Facts to be Remembered in the 

Operation of . 26=, 347 

Boiler, The 35 294 

Color Signals 2c 289 

Combustion 25 290 

Definitions. 25 290 

Methods of Firing 50 292 

Table Showing the Composition of Water 24 290 

Table Showing the Average Analysis of Ohio Coal , 24 290 

The Atmosphere= 24 290 

The Process of Combustion in Detail 25 290 

Crank Pins , . , 51 299 

Crosshead and Guides 47 29S 

Deportment. . , = . 2 5 : 3 5 : 

Direct and Indirect Motion 74 3 : t 

Disorders of the Air Brake Equipment and their Remedies. 268 348 

Distributing Valve and Double Chamber Reservoir .... 194 534 

Automatic Operation :ci 535 

Automatic Service Position 2C2 3 3 g 

357 



358 INDEX 

Descriptive Question 

Index Index 

PAGE PAGE 

Distributing Valve and Double Chamber Reservoir 

Automatic Release 209 336 

Charging Position 202 335 

Emergency Lap 213 336 

Emergency Position 210 336 

Emergency Position with Quick Action Cylinder Cap. 221 337 

Explanation of Diagrammatic Views of 198 332 

Independent Application 215 336 

Independent Brake Operation 215 336 

Independent Release 218 337 

Quick Action Cylinder Cap . 221 337 

Service Lap Position 206 335 

Double Heading 250 343 

Driving Axles 51 299 

Driving Boxes 52 300 

Driving Box Adjustment 140 321 

Driving Box Wedges 141 321 

Driving Wheels 50 299 

Driving Springs 53 300 

Economical Operation 283 355 

Engines, The 40 295 

Engine Trucks 54 300 

Engineers' Brake Valve 174 330 

Equalizers 54 300 

E-T Locomotive Brake Equipment 183 331 

Dead Engine Feature of 192 334 

Piping of the No. 6 E-T Equipment 187 332 

Extracts from Standard Rules 275 351 

Feed Valve, The B-6 244 342 

Fireman's Duties, The 17 287 

How to Fill the Lubricator and Other Duties 18 288 

Gauge Cocks 112 312 

G-6 Type of Engineer's Brake Valve 178 331 

Emergency Position 183 331 

Lap Position 183 331 

Release Position 178 331 

Running Position. 181 331 



INDEX 359 

Descriptive Question 

Index Index 

PAGE PAGE 

G-6 Type of Engineer's Brake- Valve 

Service Application Position 181 331 

Hand, Flag, and Lamp Signals 21 289 

H-6 Engineer's Brake Valve 222 337 

Charging and Release Position 229 ^^8 

Emergency Position 235 340 

Holding Position 234 340 

Lap Position ■. 234 340 

Rotary Valve 228 ^^8 

Running Position 231 338 

Service Position 232 339 

Independent Brake Valve, The S-6 236 341 

Lap Position 243 342 

Quick Application Position 243 341 

Release Position 244 342 

Running Position 240 341 

Slow Application Position 243 341 

Injectors 84 307 

Injector Defects 89 308 

Injector Leaking Steam at Overflow 92 309 

Names of the Parts of 84 307 

To Operate the Injector 85 307 

To Test for Leaks in the Supply Pipe 93 309 

To Use the Injector as a Heater 92 308 

Interlocking Signals 278 352 

K-2 Triple Valve, The 258 344 

Lap , 60 302 

Lead 61 302 

Link Block, The 65 303 

Locomotive Frames 52 299 

Locomotive Breakdowns and Their Remedies 123 315 

Back Cylinder Head 124 316 

Blows, How to Test for 137 320 

Broken Tire 130 317 

Broken Valve Yoke 131 3 18 

Cross-Head 125 316 

Cylinder Packing, to Test 138 320 



360 INDEX 

Descriptive Question 

Index Index 

PAGE PAGE 

Locomotive Breakdowns and their Remedies 

Eccentric Strap or Rod 132 318 

Front Axle 128 317 

Front, Back, and Intermediate Pin 126 316 

Front Cylinder Head 124 315 

Intermediate Axle 128 317 

Main Axle 127 316 

Main Pin : 126 316 

Main Rod : 125 316 

Main Steam Valve, Steam Pipe, or Steam Chest. . . . 132 318 

Pounds, How Located 140 321 

Rear Axle 129 317 

Reverse Lever, Reach Rod, Link Hanger, or Tum- 
bling Shaft 133 318 

Side Rods — 126 316 

Spring, Spring Hanger, or Equalizer 132 318 

To Remove Front Side Rod Connection 130 317 

To Remove Valve Stem Pin from the Rocker Arm. . 131 318 

Lubricators 93 309 

Defects and Remedies of 96 310 

McCord Force Feed Lubricator 102 310 

Names of Parts of 95 309 

The Transformer 107 311 

Mallet Articulating Compound Locomotive 145 323 

General dimensions of . 154 326 

Main Rods 48 298 

Names of the Principal Parts of the Locomotive 121 315 

Parallel Rods 49 298 

Personal Injuries 284 355 

Pistons, The 46 298 

Piston Valves, The 58 301 

Pressure Retaining Valves 263 346 

Questions for Examination 287 356 

Reciprocating and Circular Motion 43 297 

Relative Positions of the Valve Main Pin and Eccentric of 
the Walschaert Valve Gear with Inside Admission 

Valve 75 306 



INDEX 361 

Descriptive Question 

Index Index 

PAGE PAGE 

Saddle Pin, The 65 303 

Sand and its Use 143 322 

Signal Definition for Fixed Signals 277 352 

Slide Valve, The 56 301 

Slide Valve Operated by the Stephenson Valve Gear. ... 66 304 

Spring Hangers 54 300 

Spring Saddle, The 53 300 

Steam 118 314 

Steam Gauge, The no 311 

Steam, How it Passes Through the Engine and Operates it 120 315 

Steam Whistle Signals 21 289 

Stephenson Valve Gear, The 63 302 

Superheated Steam 119 314 

Testing Train Brakes . 266 347 

Applying the Brakes . . 266 347 

Releasing the Brakes 667 348 

The Locomotive Engineer 281 354 

The Time Table 279 353 

Throttle Valve Cocked or Disconnected 141 322 

Train Protection 280 354 

Triple Valves ' 251 343 

Charging Position 252 343 

Emergency Position 256 344 

Lap Position 255 344 

Quick Action Triple Valves 252 343 

Release Position 256 344 

Service Application Position 253 343 

Valves 55 301 

Valve Gears 63 302 

Valve Setting 78 306 

Water Supply T 113 312 

Water Foaming • 115 313 

Cause of Foaming and its Remedies 115 313 

Priming 117 314 

Running with Bad Water 116 313 

Walschaert Valve Gear, The 70 305 

Walschaert Valve Gear, Breakdowns of , . 133 319 



362 INDEX 

Descriptive Question 

Index T ndex 

PAGE PAGE 

Walschaert Valve Gear, Breakdowns of 

Crosshead Arm Broken 136 320 ' 

Combination Lever Broken 136 320 

Crosshead Broken 136 320 

Eccentric Rod Broken 134 319 

Eccentric Crank or Link Extension 135 319 

Lift Shaft or Radius Rod Hanger 135 319 

Radius Rod, Broken 135 319 

Westinghouse Air Brake System, The 158 326 

Whistle and Bell, The 112 312 



s m vt/ mmmmmmmmmmmmmm vs 



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Factory Management, etc . . 9 

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Machine Shop Practice.... 14 

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Patents and Inventions 12 

Pattern Making 18 

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Plumbing 19 

Receipt Book 24 

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Saws , 20 

Screw Cutting 20 

Sheet Metal Work 20 

Soldering 3 

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• 

PASSEN GER CAR CHART. A chart showing the anatomy 

of a passenger car, having every part of the car numbered and its 

proper name given in a reference list. 20 cents 

TRACTIVE POWER CHART. A chart whereby you can 
find the tractive power or drawbar pull of any locomotive, 
without making a figure. Shows what cylinders are equal, how 
driving wheels and steam pressure affect the power. What sized 
engine you need to exert a given drawbar pull or anything you 
desire in this line. 50 cents 



WESTINGHOUSE AIR-BRAKE CHARTS. Chart I — 
Shows (in colors) the most modern Westinghouse High Speed 
and Signal Equipment used on Passenger Engines, Passenger 
Engine Tenders, and Passenger Cars. Chart II. — Shows (in 
colors) the Standard Westinghouse Equipment for Freight 
and Switch Engines, Freight and Switch Engine Tenders, and 
Freight Cars. Price for the set, 50 cents 



CHEMISTRY 

HENLEY'S TWENTIETH CENTURY BOOK OF 
RECEIPTS, FORMULAS AND PROCESSES. Edited by 
Gardner D. Hiscox. The most valuable Techno-chemical 
Receipt Book published, including over 10,000 selected scientific 
chemical, technological, and practical receipts and processes. 
See page 24 for full description of this book. $3.00 

CIVIL ENGINEERING 



HENLEY'S ENCYCLOPEDIA OF PRACTICAL EN- 
GINEERING- AND ALLIED TRADES. Edited by Joseph 
G. Horner, A.M. I., M.E. This set of five volumes contains 
about 2,500 pages with thousands of illustrations, including dia- 
grammatic and sectional drawings with full explanatory details. 
It covers the entire practice of Civil and Mechanical Engineering, 
It tells you all you want to know about engineering and tells it 
so simply, so clearly, so concisely that one cannot help but 
understand. $6.00 per volume or $35.00 for complete set of five 
volumes. 

COKE 



COKE — MODERN COKING PRACTICE; INCLUDING 
THE ANALYSIS OF MATERIALS AND PRODUCTS. 

By T. H. Byrom, Fellow of the Institute of Chemistry, Fellow 
of The Chemical Society, etc., and J. E. Christopher, Member 
of the Society of Chemical Industry, etc. A handbook for 
those engaged in Coke manufacture and the recovery of By- 
products. ^ Fully illustrated with folding plates. 

The subject of Coke Manufacture is of rapidly increasing in- 
terest and significance, embracing as it does the recovery of 
valuable by-products in which scientific control is of the first- 
importance. It has been theaim of the authors, in preparing 
this book, to produce one which shall be of use and benefit to 
those who are associated with, or interested in, the modern de- 
velopments of the industry. 

Contents: Chap. I. Introductory. Chap. II. General Classi- 
fication of Fuels. Chap. Ill, Coal Washing. Chap. IV. The 
Sampling and Valuation of Coal, Coke, etc. Chap. V. The 
Calorific Power of Coal and Coke. Chap. VI. Coke Ovens. 
Chap. VII. Coke Ovens, continued. Chap. VIII. Coke Ovens, 
continued. Chap. IX. Charging and Discharging of Coke Ovens. 
Chap. X. Cooling and Condensing Plant. Chap. XL Gas Ex- 
hausters. Chap. XII. Composition and Analysis of Ammoniacal 
Liquor. Chap. XIII. Working up of Ammoniacal Liquor. 
Chap. XIV. Treatment of Waste Gases from Sulphate Plants. 
Chap. XV. Valuation of Ammonium Sulphate. Chap. XVI. 
Direct Recovery of Ammonia from Coke Oven Gases. Chap. 
XVII. Surplus Gas from Coke Oven. Useful Tables. Very 
fully illustrated. $3.50 net 

COMPRESSED AIR 



COMPRESSED AIR IN ALL ITS APPLICATIONS By 

Gardner D. Hiscox. This is the most complete book on the 
subject of Air that has ever been issued, and its thirty-five 
chapters include about every phase of the subject one can think 
of. It may be called an encyclopedia of compressed air. It is 
written by an expert, who, in its 665 pages, has dealt with the 
subject in a comprehensive manner, no phase of it being omitted. 
Over 500 illustrations, 5th Edition, revised and enlarged. 
Cloth bound; $5.00, Half morocco, $6.50 



CONCRETE 



ORNAMENTAL CONCRETE WITHOUT MOLDS, By A A. 

Houghton. The process for making ornamental concrete with- 
out molds, has long been held as a secret and now, for the first 
time, this process is given to the public. The book reveals the 
secret and is the only book published which explains a simple, 
practical method whereby the concrete worker is enabled, by 
employing wood and metal templates of different designs, to 
mold or model in concrete any Cornice, Archivolt, Column, 
Pedestal, Base Cap, Urn or Pier in a monolithic form — right 
upon the job. These may be molded in units or blocks, and 
then built up to suit the specifications demanded. This work 
is fully illustrated, with detailed engravings. $2.00 

POPULAR HAND BOOK FOR CEMENT AND CON- 
CRETE USERS, By Myron H. Lewis, C.E. This is a con- 
cise treatise of the principles and methods employed in the 
manufacture and use of cement in all classes of modern works. 
The author has brought together in this work, all the salient 
matter of interest to the user of concrete and its many diversified 
products. The matter is presented in logical and systematic 
order, clearly written, fully illustrated and free from involved 
mathematics. Everything of value to the concrete user is given. 
Among the chapters contained in the book are: I. Historical 
Development of the Uses of Cement and Concrete. II. Glossary 
of Terms employed in Cement and Concrete work. III. Kinds 
of Cement employed in Construction. IV. Limes, Ordinary and 
Hydraulic. V. Lime Plasters. VI. Natural Cements. VII. 
Portland Cements. VIII. Inspection and Testing. IX. Adul- 
teration; or Foreign Substances in Cement. X. Sand, Gravel 
and Broken Stone. XL Mortar. XII. Grout. XIII. Con- 
crete (Plain). XIV. Concrete (Reinforced). XV. Methods 
and Kinds of Reinforcements. XVI. Forms for Plain and Re- 
inforced Concrete. XVII. Concrete Blocks. XVIII. Arti- 
ficial Stone. XIX. Concrete Tiles. XX. Concrete Pipes and 
Conduits. XXI. Concrete Piles. XXII. Concrete Buildings. 
XXIII. Concrete in Water Works. XXIV. Concrete in Sewer 
Works. XXV. Concrete in Highway Construction. XXVI. 
Concrete Retaining Walls. XXVII. Concrete Arches and 
Abutments. XXVIII. Concrete in Subway and Tunnels. 
XXIX. Concrete in Bridge Work. XXX. Concrete in Docks 
and Wharves. XXXI. Concrete Construction under Water. 
XXXII. Concrete on the Farm. XXXIII. Concrete Chimneys. 
XXXIV. Concrete for Ornamentation. XXXV. Concrete 
Mausoleums and Miscellaneous Uses. XXXVI. Inspection for 
Concrete Work. XXXVII. Waterproofing Concrete Work. 
XXXVIII. Coloring and Painting Concrete Work. XXXIX. 
Method of Finishing Concrete Surfaces. XL. Specifications and 
Estimates for Conc'-ce Work. $2.50 

DICTIONARIES 

STANDARD ELECTRICAL DICTIONARY. By T. 

O'Conor Sloane. An indispensable work to all interested in 
electrical science. Suitable alike for the student and profession- 
al. A practical hand-book of reference containing definitions 
of about 5,000 distinct words, terms and phrases. The defini- 
tions are terse and concise and include every term used in electri- 
cal science. Recently issued. An entirely new edition. Should 
be in the possession of all who desire to keep abreast with the 
progress of this branch of science. Complete, concise and con- 
venient. 682 pages — 393 illustrations. $3.00 



DIES— METAL WORK 

DIES, THEIR CONSTRUCTION AND USE FOR THE 
MODERN WORKING OF SHEET METALS. By J. V. 

Woodwgrth. A new book by a practical man, for those who 
wish to know the latest practice in the working of sheet metals. 
It shows how dies are designed, made and used, and those who 
are engaged in this line of work can secure many valuable sug- 
gestions. $3.00 

PUNCHES, DIES AND TOOLS FOR MANUFACTUR- 
ING IN PRESSES. By J. V. Woodworth. An encyclo- 
pedia of die-making, punch-making, die-sinking, sheet-metal 
working, and making of special tools, subpresses, devices and 
mechanical combinations for punching, cutting, bending, form- 
ing, piercing, drawing, compressing, and assembling sheet- 
metal parts > and also articles of other materials in machine 
tools. This is a distinct work from the author's book entitled 
"Dies; Their Construction and Use." 500 pages, 700 engrav- 
ings. $4.00 

DRAWING— SKETCHING PAPER 



LINEAR PERSPECTIVE SELF-TAUGHT. By Herman 
T. C. Kraus. This work gives the theory and practice of linear 
perspective, as used in architectural, engineering, and mechanical 
drawings. Persons taking up the study of the subject by them- 
selves, without the aid of a teacher, will be able by the use of the 
instruction given to readily grasp the subject, and by reason- 
able practice become good perspective draftsmen. The arrange- 
ment of the book is good; the plate is on the left-hand, while the 
descriptive text follows on the opposite page, so as to be readily 
referred to. The drawings are on sufficiently large scale to show 
the work clearly and are plainly figured. The whole work makes 
a very complete course on perspective drawing, and will be 
found of great value to architects, civil and mechanical engineers, 
patent attorneys, art designers, engravers, and draftsmen. $2.50 

PRACTICAL PERSPECTIVE. By Richards and Colvin. 
Shows just how to make all kinds of mechanical drawings in the 
only practical perspective isometric. Makes everything^ plain 
so that any mechanic can imderstand a sketch or drawing in 
this way. Saves "time in the drawing room and mistakes in the 
shops. Contains practical examples of various classes of work. 

50 cents 

SELF-TAUGHT MECHANICAL DRAWING AND ELE- 
MENTARY MACHINE DESIGN. By P. L. Sylvester, M.E., 
Draftsman, with additions by Erik Oberg, associate editor of 
"Machinery." A practical elementary treatise on Mechanical 
Drawing and Machine Design, comprising the first principles of 
geometric and mechanical drawing, workshop mathematics, 
mechanics, strength of materials and the calculation and design 
of machine details, compiled for the use of practical mechanics 
and young draftsmen. $2.00 

A NEW SKETCHING PAPER. A new specially ruled paper 
to enable you to make sketches or drawings in isometric per- 
spective without any figuring or fussing. It is being used for 
shop details as well as for assembly drawings, as it makes one 
sketch do the work of three, and no workman can help seeing 
just what is wanted. Pads of 40 sheets, 6x9 inches, 25 cents. 
Pads of 40 sheets, 9x12 inches, 50 cents 



ELECTRICITY 



ARITHMETIC OF ELECTRICITY. By Prof. T. O'Coxor 

Sloaxe. A practical treatise on electrical calculations of all 
kinds reduced to a series of rules, all of the simplest forms, and 
involving only ordinary arithmetic; each /ule illustrated by 
one or more practical problems, with detailed solution of each 
one. This book is classed among the most useful works pub- 
lished on the science of electricity revering as it does the mathe- 
matics of electricity in a manner that will attract the attention 
of those who are not familiar with algebraical formulas. 160 
pages. 81.00 

COMMUTATOR CONSTRUCTION. By Wm. Baxter, 

Jr. The business end of any dynamo or motor of the direct 
current type is the commutator. This book goes into the de- 
signing, building, and maintenance of commutators, shows 
how to locate troubles and how to remedy them; everyone who 
fusses with dynamos needs this. 25 cents 

DYNAMO BUILDING FOR AMATEURS, OR HOW TO 
CONSTRUCT A FIFTY WATT DYNAMO. By Arthur 
J. Weed, Member of N. Y. Electrical Society. This book is a 
practical treatise showing in detail the construction of a small 
dynamo or motor, the entire machine work of which can be done 
on a small foot lathe. 

Dimensioned working drawings are given for each piece of 
machine work and each operation is clearly described. 

This machine when used asa dynamo has an output of fifty 
tvatts; when used as a motor it will drive a small drill press or 
lathe. It can be used to drive a sewing machine on any and all 
ordinary work. 

The book is illustrated with more than sixty original engrav- 
ings showing the actual construction of the different parts. Paper. 

Paper 50 cents Cloth S1.00 

ELECTRIC FURNACES AND THEIR INDUSTRIAL 
APPLICATIONS. By J. Wright. This is a book which will 
prove of interest to many classes of people; the manufacturer 
who desires to know what product can be manufactured success- 
fully in the electric furnace, the chemist who wishes to post 
himself on the electro-chemistry, and the student of science 
who merely looks into the subject from curiosity. 288 pages. 

S3.00 

ELECTRIC LIGHTING AND HEATING POCKET 
BOOK. By Sydxey F. Walker. This book puts in conven- 
ient form useful information regarding the apparatus which is 
likely to be attached to the mains of an electrical company. 
Tables of units and equivalents are included and useful electrical 
laws and formulas are stated. 43 8 pages, 300 engravings. S3. 00 

ELECTRIC TOY MAKING, DYNAMO BUILDING, AND 
ELECTRIC MOTOR CONSTRUCTION. This work treats 
of the making at home of electrical toys, electrical apparatus, 
motors, dynamos, and instruments in general, and is designed to 
bring within the reach of young and old the manufacture of gen- 
uine and useful electrical appliances. 185 pages. Fully illus- 
trated. SI. 00 



ELECTRIC WIRING, DIAGRAMS AND SWITCH- 
BOARDS. By Newton Harrison. This is the only complete 
work issued showing and telling you what you should know 
about direct and alternating current wiring. It is a ready 
reference. The work is free from advanced technicalities and 
mathematics. Arithmetic being used throughout. It is in every 
respect a handy, well-written, instructive, comprehensive 
volume on wiring for the wireman, foreman, contractor or elec- 
trician. 272 pages, 105 illustrations. $1.50 

ELECTRICIAN'S HANDY BOOK. By Prof. T. O'Conor 
Sloane. This work is intended for the practical electrician, 
who has to make things go. The entire field of Electricity is 
covered within its pages. It contains no useless theory; every- 
thing is to the point. It teaches you just what you should 
know about electricity. It is the standard work published on 
the subject. Forty-one chapters, 610 engravings, handsomely 
bound in red leather with titles and edges in gold. $3.50 

ELECTRICITY IN FACTORIES AND WORKSHOPS, 
ITS COST AND CONVENIENCE. By Arthur P. Haslam. 
A practical book for power producers and power users showing 
what a convenience the electric motor, in its various forms, has 
become to the modern manufacturer. It also deals with the 
conditions which determine the cost of electric driving, and 
compares this with other methods of producing and utilizing 
power. 312 pages. Very fully illustrated. $2.50 

ELECTRICITY SIMPLIFIED. By Prop. T. O'Conor 
Sloane. The object of "Electricity Simplified" is to make the 
subject as plain as possible and to show what the modern con- 
ception of electricity is; to show how two plates of different 
metals immersed in acid can send a message around the globe;- 
to explain how a bundle of copper wire rotated by a steam engine 
can be the agent in lighting our streets, to tell what the volt, ohm 
and ampere are, and what high and low tension mean; and tc 
answer the questions that perpetually arise in the 'mind in this 
age of electricity. 172 pages. Illustrated. $1.00 

HOW TO BECOME A SUCCESSFUL ELECTRICIAN. 

By Prof. T. O'Conor Sloane. An interesting book from cover 
to cover. Telling in simplest language the surest and easiest way 
to become a successful electrician. The studies to be followed, 
methods of work, field of operation and the requirements of the 
successful electrician are pointed out and fully explained. 
202 pages. Illustrated. $1.00 

MANAGEMENT OF DYNAMOS. By Lummis-Pater- 
son. A handbook of theory and practice. This work is arranged 
in three parts. The first part covers the elementary theory of 
the dynamo. The second part, the construction and action of 
the different classes of dynamos in common use are described; 
while the third part relates to such matters as affect the prac- 
tical management and working of dynamos and motors. 292 
pages, 117 illustrations. $1.50 

STANDARD ELECTRICAL DICTIONARY. By Prof. T. 
O'Conor Sloane. A practical handbook of reference contain- 
ing definitions of about 5,000 distinct words, terms and phrases. 
The definitions are terse and concise and include every term 
used in electrical science. 682 pages, 393 illustrations. $3.00 

8 



SWITCHBOARDS. By William Baxter, Jr. This book 
appeals to every engineer and electrician who wants to know 
the practical side of things. All sorts and conditions of dynamos, 
connections and circuits are shown by diagram and illustrate 
just how the switchboard should be connected. Includes direct 
and alternating current boards, also those for arc lighting, in- 
candescent, and power circuits. Special treatment on high 
voltage boards for power transmission. 190 pages. Illustrated. 

$1.50 

TELEPHONE CONSTRUCTION, INSTALLATION, 
WIRING, OPERATION AND MAINTENANCE. By W. H. 

Radcliffe and H. C. Cushing. This book gives the principles 
of construction and operation of both the Bell and Independent 
instruments; approved methods of installing and wiring them; 
the means of protecting them from lightning and abnormal cur- 
rents; their connection together for operation as series or bridg- 
ing stations; and rules for their inspection and maintenance. 
Line wiring and the wiring and operation of special telephone 
systems are also treated. 180 pages, 125 illustrations. $1.00 

WIRING A HOUSE. By Herbert Pratt. Shows a house 
already built; tells just how to start about wiring it. Where to 
begin; what wire to use; how to run it according to insurance 
rules, in fact just the information you need. Directions apply 
equally to a shop. Fourth edition. 25 cents 

WIRELESS TELEPHONES AND HOW THEY WORK. 

By James Erskine-Murray. This work is free, from elaborate 
details and aims at giving a clear survey of the way in which 
Wireless Telephones work. It is intended for amateur workers 
and for those whose knowledge of Electricity is slight. Chap- 
ters contained: How We Hear — Historical — The Conversion of 
Sound into Electric Waves — Wireless Transmission — The Pro- 
duction of Alternating Currents of High Frequency — How the 
Electric Waves are Radiated and Received — The Receiving 
Instruments — Detectors — Achievements and Expectations — 
Glossary of Technical Work. Cloth. $1.00 



ENAMELING 



HENLEY'S TWENTIETH CENTURY RECEIPT BOOK. 

Edited by Gardner D. Hiscox. A work of 10,000 practical 
receipts, including enameling receipts for hollow ware, for 
metals, for signs, for china and porcelain, for wood, etc. Thor- 
ough and practical. See page 24 for full description of this book. 

S3. 00 

FACTORY MANAGEMENT, ETC. 



MODERN MACHINE SHOP CONSTRUCTION, EQUIP- 
MENT AND MANAGEMENT. By O. E. Perrigo, M.E. A 
work designed for the practical and every-day use of the Archi- 
tect who designs, the Manufacturers who build, the Engineers 
who plan and equip, the Superintendents who organize and 
direct, and for the information of every stockholder, director, 
officer, accountant, clerk, superintendent, foreman, and work- 
man of the modern machine shop and manufacturing plant of 
Industrial America. $5.00 



FUEL 

COMBUSTION OF COAL AND THE PREVENTION 
OF SMOKE. By Wm. M. Barr. To be a success a fireman 
must be "Light on Coal." He must keep his fire in good con- 
dition, and prevent, as far as possible, the smoke nuisance. 
To do this, he should know how coal burns, how smoke is formed 
and the proper burning of fuel to obtain the best results. He 
can learn this, and more too, from Barr's "Combustion of Coal." 
It is an absolute authority on all questions relating to the Firing 
of a Locomotive. Nearly 350 pages, fully illustrated. $1.00 

SMOKE PREVENTION AND FUEL ECONOMY. By 

Booth and Kershaw. As the title indicates, this book of 197 
pages and 75 illustrations deals with the problem of complete 
combustion, which it treats from the chemical and mechanical 
standpoints, besides pointing out the economical and humani- 
tarian aspects of the question. $2.50 



GAS ENGINES AND GAS 



CHEMISTRY OF GAS MANUFACTURE. By H. M. 

Royles. A practical treatise for the use of gas engineers, gas 
managers and students. Including among its contents — Prepa- 
rations of Standard Solutions, Coal, Furnaces, Testing and 
Regulation. Products of Carbonization. Analysis of Crude Coal 
Gas. Analysis of Lime. Ammonia. Analysis of Oxide of Iron. 
Naphthalene. Analysis of Fire-Bricks and Fire-Clay. Weldom 
and Spent Oxide. Photometry and Gas Testing. Carbur- 
etted Water Gas. Metrooolis Gas. Miscellaneous Extracts. 
Useful Tables. $4.50 

GAS ENGINE CONSTRUCTION, Or How to Build a Half- 
Horse-power Gas Engine. By Parsell and Weed. A prac- 
tical treatise describing the theory and principles of the action of 
gas engines of various types, and the design and construction of a 
half-horse-power gas engine, with illustrations of the work in 
actual progress, together with dimensioned working drawings giv- 
ing clearly the sizes of the various details, 300 pages. S2.50 

GAS, GASOLINE, AND OIL, ENGINES. By Gardner D. 

Hiscox. Just issued, 18th revised and enlarged edition.^ Every 
user of a gas engine needs this book. Simple, instructive, and 
right up-to-date. The only complete work on the subject. Tells 
all about the running and management of gas, gasoline and oil 
engines as designed and manufactured in the United States. 
Explosive motors for stationary, marine and vehicle power are 
fully treated, together with illustrations of their parts and tabu- 
lated sizes, also their care and running are included. Electric 
Ignition by Induction Coil and Jump Sparks are fully explained 
and illustrated, including valuable information on the testing for 
economy and power and the erection of power plants. 

The special information on producer and suction gases in- 
cluded cannot fail to prove of value to all interested in the gen- 
eration of producer gas and its utilization in gas engines. 

The rules and regulations of the Board of Fire Underwriters 
in regard to the installation and management of Gasoline Motors 
is given in full, suggesting the safe installation of explosive motor 
power. A list of United States Patents issued on Gas, Gasoline 
and Oil Engines and their adjuncts from 1875 to date is included. 
484 pages. 410 engravings. S3. 50 net 



MODERN GAS ENGINES AND PRODUCER GAS 
PLANTS. By R. E. Mathot, M.E. A practical treatise of 
320 pages, fully illustrated by 175 detailed illustrations, setting 
forth the principles of gas engines and producer design, the selec- 
tion and installation' of an engine, conditions of perfect opera- 
tion, producer-gas engines and their possibilities, the care of gas 
engines and producer-gas plants, with a chapter on volatile 
hydrocarbon and oil engines. This book has been endorsed by 
Dugal Clerk as a most useful work for all interested in Gas Engine 
installation and Producer Gas. $2.50 



GEARING AND CAMS 



BEVEL GEAR TABLES. By D. Ag. Engstrom. No one 
who has to do with bevel gears in any way should be without 
this book. The designer and draftsman will find it a great con- 
venience, while to the machinist who turns up the blanks or cuts 
the teeth, it is invaluable, as all needed dimensions are given 
and no fancy figuring need be done. SI. 00 

CHANGE GEAR DEVICES. By Oscar E. Perrigo. A 
book for every designer, draftsman and mechanic who is inter- 
ested in feed changes for any kind of machines. This shows what 
has been done and how. Gives plans, patents and all information 
that you need. Saves hunting through patent records and rein- 
venting old ideas. A standard work of reference. SI. 00 

DRAFTING OF CAMS. By Louis Rouillion. The 
laying out of cams is a serious problem unless you know how to 
go at it right. This puts you on the right road for practically 
any kind of cam you are likely to run up against. 25 cents 



HYDRAULICS 

HYDRAULIC ENGINEERING. By Gardner D. Hiscox. 
A treatise on the properties, power, and resources of water for all 
purposes. Including the measurement of streams; the flow of 
water in pipes or conduits; the horse-power of falling water; 
turbine and impact water-wheels; wave-motors, centrifugal, 
reciprocating, and air-lift pumps. With 300 figures and dia- 
grams and 36 practical tables. 320 pages. 84.00 



ICE AND REFRIGERATION 



POCKET BOOK OF REFRIGERATION AND ICE MAK- 
ING, By A. J. Wallis-Taylor. This is one of the latest and 
most comprehensive reference books published on the subject 
of refrigeration and cold storage. It explains the properties and 
refrigerating effect of the different fluids in use, the manage- 
ment of refrigerating machinery and the construction and insula- 
tion of cold rooms with their required pipe surface for different 
degrees of cold; freezing mixtures and non-freezing brines, 
temperatures of cold rooms for all kinds of provisions, coM 
storage charges for all classes of goods, ice making and storage of 
ice, data and memoranda for constant reference by refrigerating 
engineers, with nearly one hundred tables containing valuable 
references to every fact and condition required in the installment 
and operation of a refrigerating plant. SI. 50 

11 



INVENTIONS— PATENTS 

INVENTOR'S MANUAL, HOW TO MAKE A PATENT 
PAY. This is a book designed as a guide to inventors in per- 
fecting their inventions, taking out their patents, and disposing 
of them. It is not in any sense a Patent Solicitor's Circular, 
nor a Patent Broker's Advertisement. No advertisements of any 
description appear in the work. It is a book containing a quarter 
of a century's experience of a successful inventor, together with 
notes based upon the experience of many other inventors. $1.00 

LATHE PRACTICE 

MODERN AMERICAN LATHE PRACTICE. By Oscar 
E. Perrigo. An up-to-date book on American Lathe Work, 
describing and illustrating the very latest practice in lathe and 
boring-mill operations, as well as the construction of and latest 
developments in the manufacture of these important classes of 
machine tools. 300 pages, fully illustrated. $3.50 

PRACTICAL METAL TURNING. By Joseph G. Horner. 
A work of 404 pages, fully illustrated, covering in a comprehen- 
sive manner the modern practice of machining metal parts in 
the lathe, including the regular engine lathe, its essential design, 
its uses, its tools, its attachments, and the manner of holding the 
work and performing the operations. The modernized engine 
lathe, its methods, tools, and great range of accurate work. The 
Turret Lathe, its tools, accessories and methods of performing 
its functions. Chapters on special work, grinding, tool holders, 
speeds, feeds, modern tool steels, etc., etc. $3.50 

TURNING AND BORING TAPERS. By Fred H. Col- 
vin. There are two ways to turn tapers; the right way and 
one other. This treatise has to do with the right way; it tells 
you how to start the work properly, how to set the lathe, what 
tools to use and how to use them, and forty and one other little 
things, that you should know. Fourth edition. 25 cents 

LIQUID AIR 

LIQUID AIR AND THE LIQUEFACTION OF GASES. 

By T. O' Conor Sloane. Theory, history, biography, practical 
applications, manufacture. 365 pages. Illustrated. S3. 00 

LOCOMOTIVE ENGINEERING 



AIR-BRAKE CATECHISM. By Robert H. Blackall. 
This book is a standard text book. It covers the Westinghouse 
Air-Brake Equipment, including the No. 5 and the No. 6 E T 
Locomotive Brake Equipment; the K (Quick-Service) Triple 
Valve for Freight Service; and the Cross-Compound Pump. 
The operation of all parts of the apparatus is explained in detail, 
and a practical way of finding their peculiarities and defects, 
with a proper remedy, is given. It contains 2,000 questions with 
their answers, which will enable any railroad man to pass any 
examination on the subject of Air Brakes. Endorsed and used 
by air-brake instructors and examiners on nearly every rail- 
road in the United States. 23 d Edition. 380 pages, fully 
illustrated with folding plates and diagrams. $3.00 



AMERICAN COMPOUND LOCOMOTIVES. By Fred 
H. Colvik. The most complete book on compounds published. 
Shows all types, including the balanced compound. Makes 
everything clear by many illustrations, and shows valve setting, 
breakdowns and repairs. 142 pages. SI. 00 

APPLICATION OF HIGHLY SUPERHEATED STEAM 
TO LOCOMOTIVES. By Robert Garbe. A practical book. 
Contains special chapters on Generation of Highly Superheated 
Steam; Superheated Steam and the Two-Cylinder Simple 
Engine; Compounding and Superheating; Designs of Locomotive 
Superheaters; Constructive Details of Locomotives using Highly 
Superheated Steam; Experimental and Working Results. Illus- 
trated with folding plates and tables. S3. 50 

COMBUSTION OF COAL AND THE PREVENTION 
OF SMOKE. By Wm. M. Barr. To be a success a fireman 
must be "Light on Coa)." He must keep his fire in good con- 
dition, and prevent as far as possible, the smoke nuisance. 
To do this, he should know how coal burns, how smoke is formed 
and the proper burning of fuel to obtain the best results. He 
can learn this, and more too, from Barr's "Combination of Coal." 
It is an absolute authority on all questions relating to the Firing 
of a Locomotive. Nearly 350 pages, fully illustrated. SI. 00 

LINK MOTIONS, VALVES AND VALVE SETTING. By 

Fred H. Colvin, Associate Editor of "American Machinist." 
A handy book that clears up the mysteries of valve setting. 
Shows the different valve gears in use, how they work, and why. 
Piston and slide valves of different types are illustrated and 
explained. A book that every railroad man in the motive- 
power department ought to have. Fully illustrated. 50 cents. 

LOCOMOTIVE BOILER CONSTRUCTION. By Frank 
A. Kleinhans. _ The only book showing how locomotive 
boilers are built in modern shops. Shows all types of boilers 
used; gives details of construction; practical facts, such as 
life of riveting punches and dies, work done per day, allowance 
for bending and flanging sheets and other data that means dol- 
lars to any railroad man. 421 pages, 334 illustrations. Six 
folding plates. S3. 00 

LOCOMOTIVE BREAKDOWNS AND THEIR REM- 
EDIES. By Geo. L. Fowler. Revised by Wm. W. Wood, 
Air-Brake Instructor. Just issued 1910 Revised pocket edition. 
It is out of the question to try and tell you about every subject 
that is covered in this pocket edition of Locomotive Breakdowns. 
Just imagine all the common troubles that an engineer may ex- 
pect to happen some time, and then add all of the unexpected 
ones, troubles that could occur, but that you had never thought 
about, and you will find that they are all treated with the very 
best methods of repair, Walschaert Locomotive Valve Gear 
Troubles, Electric Headlight Troubles, as well as Questions and 
Answers on the Air Brake are all included. 204 pages. Fully 
illustrated. SI. 00 

LOCOMOTIVE CATECHISM. By Robert Grimshaw. 
27th revised and enlarged edition. This may well be called an 
encyclopedia of the locomotive. Contains over 4,000 examina- 
tion questions with their answers, including among them those 
asked at "the First, Second and Third year's Examinations. 
825 pages, 437 illustrations and 3 folding plates. . S3, 50 

13 



NEW YORK AIR-BRAKE CATECHISM. By Roberl 
H. Blackall. This is a complete treatise on the New York 
Air-Brake and Air-Signalling Apparatus, giving a detailed de- 
scription of all the parts, their operation, troubles, and the 
methods of locating and remedying the same. 200 pages, fully 
illustrated. $1.00 

POCKET-RAILROAD DICTIONARY AND VADE ME- 
CUM. > By Fred H. Colvin, Associate Editor "American 
Machinist." m Different from any book you ever saw. Gives clear 
and concise information on just the points you are interested in. 
It's really a pocket dictionary, fully illustrated, and so arranged 
that you can find just what you want in a second without an 
index. Whether you are interested in Axles or Acetylene; Com- 
pounds or Counter Balancing; Rails or Reducing Valves; Tires 
or Turntables, you'll find them in this little book. It^s very 
complete. Flexible cloth cover, 200 pages. $1.00 

TRAIN RULES AND DESPATCHING. By H. A. Dalby. 
Contains the standard code for both single and double track and 
explains how trains are handled under all conditions. Gives all 
signals in colors, is illustrated wherever necessary, and the 
most complete book in print on this important subject. Bound 
in fine seal flexible leather. 221 pages. . $1.50 

WALSCHAERT LOCOMOTIVE VALVE GEAR. By 

Wm. W. Wood. If you would thoroughly understand the 
Walschaert Valve Gear, you should possess a "copy of this book. 
The author divides the subject into four divisions, as follows: 
I. Analysis of the gear. II. Designing and erecting of the gear 
III. Advantages of the gear. IV. Questions and answers re 
lating to the Walschaert Valve Gear. This book is specially valu- 
able to those preparing for promotion. Nearly 200 pages. $1.50 

WESTINGHOUSE E T AIR-BRAKE INSTRUCTION 
POCKET BOOK CATECHISM. By Wm. W. Wood, Air-Brake 
Instructor. A practical work containing examination questions 
and answers on the E T Equipment. Covering what the E T 
Brake is. How it should be operated. What to do when de- 
fective. Not a question can be asked of the engineman up for 
promotion on either the No. 5 or the No. 6 E T equipment that 
is not asked and answered in the book. If you want to thor- 
oughly understand the E T equipment get a "copy of this book. 
It covers every detail. Makes Air-Brake troubles and examina- 
tions easy. Fully illustrated with colored plates, showing 
various pressures. 82.00 



MACHINE SHOP PRACTICE 



AMERICAN TOOL, MAKING AND INTERCHANGE- 
ABLE MANUFACTURING. By J. V. Woodworth. A 
practical treatise on the designing, constructing, use, and in- 
stallation of tools, jigs, fixtures, devices, special appliances, 
sheet-metal working processes, automatic mechanisms, and 
labor-saving contrivances; together with their use in the lathe 
milling machine, turret lathe, screw machine, boring mill, power 
press, drill, sub press, drop hammer, etc., for the working of 
metals, the production of interchangeable machine parts, and 
the manufacture of repetition articles of metal. 560 pages, 
600 illustrations. $4.00 



14 



HENLEY'S ENCYCLOPEDIA OF PRACTICAL EN- 
GINEERING AND ALLIED TRADES. Edited by Joseph 
G. Horner. A.M.I.Mech.I. This work covers the entire prac- 
tice of Civil and Mechanical Engineering. The best known ex- 
perts in all branches of engineering have contributed to these 
volumes. The Cyclopedia is admirably well adapted to the needs 
of the beginner and the self-taught practical man, as well as the 
mechanical engineer, designer, draftsman, shop superintendent, 
foreman and machinist. 

It is a modern treatise in five volumes. Handsomely bound 
in Half Morocco, each volume containing nearly 500 pages, with 
thousands of illustrations, including diagrammatic and sectional 
drawings with full explanatory details. S25.00 for the com- 
plete set of five volumes. S6.00 per volume, when ordered singly. 

MACHINE SHOP ARITHMETIC. By Colvin-Cheney. 
Most popular book for shop men. Shows how all shop problems 
are worked out and "why." Includes change gears for cutting 
any threads; drills, taps, shink and force fits; metric system 
of measurements and threads. Used by all classes of mechanics 
and for instruction of Y. If. C. A. and other schools. Fifth 
edition. 131 pages. 50 cents 

MECHANICAL MOVEMENTS, POWERS, AND DE- 
VICES. By Gardner D. Hiscox. This is a collection of 1890 
engravings of different mechanical motions and appliances, ac- 
companied by appropriate text, making it a book of great value 
to the inventor, the draftsman, and to all readers with mechanical 
tastes.^ The book is divided into eighteen sections or chapters 
in which the subject matter is classified under the following 
heads: Mechanical Powers, Transmission of Power, Measurement 
of Power, Steam Power, Air Power Appliances, Electric Power 
and Construction, Navigation and Roads, Gearing, Motion and 
Devices, Controlling Motion, Horological, Mining, Mill and 
Factory Appliances, Construction and Devices, Drafting Devices, 
Miscellaneous Devices, etc. nth edition. 400 octavo pages. 

S2.50 

MECHANICAL APPLIANCES, MECHANICAL MOVE- 
MENTS AND NOVELTIES OF CONSTRUCTION. By 

Gardner D. Hiscox. This is a supplementary volume to the 
one upon mechanical movements. Unlike the first volume, 
which is more elementary in character, this volume contains 
illustrations and descriptions of many combinations of motions 
and of mechanical devices and appliances found in different lines 
of Machinery. Each device being shown by a line drawing with 
a description showing its working parts and the method of opera- 
tion. From the multitude of devices described, and illustrated, 
might be mentioned, in passing, such items as conveyors and 
elevators.^ Prony brakes, thermometers, various types of boilers, 
solar engines, oil-fuel burners, condensers, evaporators, Corliss 
and other valve gears, governors, gas engines, water motors of 
various descriptions, air ships, motors and dynamos, automobile 
and motor bicycles, railway block signals, car couples, link and 
gear motions, ball bearings, breech block mechanism for heavy 
guns, and a large accumulation of others of equal importance. 
1,000 specially made engravings. 396 octavo pages. $2.50 

QPFPIAI nF17I7D These two volumes sell for $2.50 each, 
oriL^iAi- wrrLR bu , when the two volumes are ordered 

at one time from us, we send them prepaid to any address in the 
world, on receipt of S4.00. . You save $1 by ordering the two 
volumes of Mechanical Movements at one time. 



MODERN MACHINE SHOP CONSTRUCTION, EQUIP- 
MENT AND MANAGEMENT. By Oscar E. Perrigo. 
The only work published that describes the Modern Machine 
Shop or Manufacturing Plant from the time the grass is growing 
on the site intended for it until the finished product is shipped. 
Just the book needed by those contemplating the erection of 
modern shop buildings, the rebuilding and reorganization of old 
ones, or the introduction of Modern Shop Methods, Time and 
Cost Systems. It is a book written and illustrated by a prac- 
tical shop man for practical shop men who are too busy to read 
theories and want facts. It is the most complete all-around book 
of its kind ever published. 400 large quarto pages, 225 original 
and specially -made illustrations. ^ $5.00 

MODERN MACHINE SHOP TOOLS; THEIR CON- 
STRUCTION, OPERATION, AND MANIPULATION. By 

W. H. Vandervoort. A work of 555 pages and 673 illustra- 
tions, describing in every detail the construction, operation, and 
manipulation of both Hand and Machine Tools. Includes 
chapters on filing, fitting, and scraping surfaces; on drills, ream- 
ers, taps, and dies; the lathe and its tools; planers, shapers, 
and their tools; milling machines and cutters; gear cutters and 
gear cutting; drilling machines and drill work; grinding ma- 
chines and their work; hardening and tempering; gearing, 
belting and transmission machinery; useful data and tables. 

$4.00 

THE MODERN MACHINIST. By John T. Usher. This 
book might be called a compendium of shop methods, showing a 
variety of special tools and appliances which will give new ideas 
to many mechanics from the superintendent down to the man 
at the bench. It will be found a valuable addition to any machin- 
ist's library and should be consulted whenever a new or difficult 
job is to be done, whether it is boring, milling, turning, or plan- 
ing, as they are all treated in a practical manner. Fifth edition. 
320 pages, 250 illustrations. $2.50 

MODERN MECHANISM. Edited by Park Benjamin. A 
practical treatise on machines, motors and the transmission of 
power, being a complete work and a supplementary volume to 
Appleton's Cyclopedia of Applied Mechanics. Deals solely with 
the principal and most useful advances of the past few^ years. 
959 pages containing over 1,000 illustrations; bound in half 
morocco. $4.00 

MODERN MILLING MACHINES : THEIR DESIGN, 
CONSTRUCTION AND OPERATION. By Joseph G. 
Horner. This book describes and illustrates the Milling Ma- 
chine and its work in such a plain, clear, and forceful manner, 
and illustrates the subject so clearly and completely, that the 
up-to-date machinist, student, or mechanical engineer can not 
afford to do without the valuable information which it contains. 
It describes not only the early machines of this class, but notes 
their gradual development into the splendid machines of the 
present day, giving the design and construction of the various 
types, forms, and special features produced by prominent 
manufacturers, American and foreign. 304 pages, 300 illustra- 
tions. $4.00 

" SHOP KINKS." By Robert Grimshaw. This shows 
special methods of doing work of various kinds, and reducing 
cost of production. Has hints and kinks from some of the largest 
shops in this country and Europe. You are almost sure to find 
some that apply to your work, and in such a way as to save time 
and trouble. 400 pages. Fourth edition. $3.50 



TOOLS FOB MACHINISTS AND WOOD WORKERS, 
INCLUDING INSTRUMENTS OF MEASUREMENT. By 

Joseph G. Horxer. A practical treatise of 340 pages, fully 
illustrated and comprising a general description and classifica- 
tion of cutting tools and tool angles, allied cutting tools for 
machinists and woodworkers; shearing tools; scraping tools; 
saws; milling cutters; drilling and boring tools; taps and dies; 
punches and hammers; and the hardening, tempering and 
grinding of these tools. Tools for measuring and testing work, 
including standards of measurement; surface plates; levels; 
surface gauges; dividers; calipers; verniers; micrometers; 
snap, cylindrical and limit gauges; screw thread, wire and 
reference gauges, indicators, templets, etc. S3. 50 

MANUAL TRAINING 



ECONOMICS OF MANUAL TRAINING. By Louis 
Rocilliox. The only book that gives just the information 
needed by all interested in manual training, regarding buildings, 
equipment and supplies. Shows exactly what is needed for ail 
grades of the work from the Kindergarten to the High and Nor- 
mal School. Gives itemized lists of everything needed and tells 
just what it ought to cost. Also shows where to buy supplies. 

SI. 50 

MARINE ENGINEERING 



MARINE ENGINES AND BOILERS, THEIR DESIGN 
AND CONSTRUCTION. By Dr. G. Bauer, Leslie S. 
Robertson, and S. Bryan _ Doxkix. _ This work is clearly 
written, thoroughly systematic, theoretically sound; while the 
character of its plans, drawings, tables, and statistics is without 
reproach. The illustrations are careful reproductions from 
actual working drawings, with some well-executed photographic 
views of completed engines and boilers. S9.00 net 

MINING 



5 ORE DEPOSITS OF SOUTH AFRICA WTTH A 
CHAPTER ON HINTS TO PROSPECTORS. By J. P. John- 
son. This book gives a condensed account of the ore-deposits 
at present known in South Africa. It is also intended as a guide 
to the prospector. Only an elementary knowledge of geology 
and some mining experience are necessary in order to under- 
stand this work. With these qualifications, it will materially 
assist one in his search for metalliferous mineral occurrences 
and, so far as simple ores are concerned, should enable one to 
form some idea of the possibilities of any they may find. 

Among the chapters given are: Titaniferous and Chromif- 
erous Iron Oxides — Nickel — Copper — Cobalt — Tin — Molyb- 
denum — Tungsten — Lead — Mercury — Antimony — I r o n — Hints 
to Prospectors. Illustrated. " S3. 00 

PRACTICAL COAL MINING. By T. H. Cockix. An im- 
portant work, containing 428 pages and 213 illustrations, com- 
plete with practical details, which will intuitively impart to the 
reader, not only a general knowledge of the principles of coal 
mining, but also considerable insight into allied subjects. The 
treatise is positively up to date in -every instance, and should 
be in the hands of every colliery engineer, geologist, mine 
operator, superintendent, foreman, and all others who are in- 
terested in or connected with the industry. S3. 50 

17 



PHYSICS AND CHEMISTRY OF MINING. By T. H. 

Byrom. A practical work for the use of all preparing for ex- 
aminations in mining or qualifying for colliery managers' cer- 
tificates. The aim of the author in this excellent book is to place 
clearly before the reader useful and authoritative data which 
will render him valuable assistance in his studies. The only work 
of its kind published. The information incorporated in it will 
prove of the greatest practical utility to students, mining en- 
gineers, colliery managers, and all others who are specially in- 
terested in the present-day treatment of mining problems. 160 
pages. Illustrated. $3.00 

MISCELLANEOUS 



BRONZES. Henley's Twentieth Century Receipt Book con- 
tains many practical formulas on bronze casting, imitation 
bronze, bronze polishes, renovation of bronze. See page 24 for 
full description of this book. $3.00 

EMINENT ENGINEERS. By Dwight Goddard. Every- 
one who appreciates the effect of such great inventions as the 
Steam Engine, Steamboat, Locomotive, Sewing Machine, Steel 
Working, and other fundamental discoveries, is interested in 
knowing a little about the men who made them and their achieve- 
ments. 

Mr. Goddard has selected thirty-two of the world's engineers 
who have contributed most largely to the advancement of our 
civilization by mechanical means, giving only such facts as are of 
general interest and in a way which appeals to all, whether 
mechanics or not. 280 pages, 35 illustrations. $1.50 

LAWS OF BUSINESS, By Theophilus Parsons, LL.D. 
The Best Book for Business Men ever Published. Treats clearly 
of Contracts, Sales, Notes, Bills of Exchange, Agency, Agree- 
ment, Stoppage in Transitu, Consideration, Limitations, Leases, 
Partnership, Executors, Interest, Hotel Keepers, Fire and Life 
Insurance, Collections, Bonds, Frauds, Receipts, Patents, Deeds, 
Mortgages, Liens, Assignments, Minors, Married Women, Arbi- 
tration, Guardians, Wills, etc. Three Hundred Approved Forms 
are given. Every Business Man should have a copy of this book 
for ready reference. The book is bound in full sheep, and Con- 
tains 864 Octavo Pages. Our special price. $3.50 

PATTERN MAKING 

PRACTICAL, PATTERN MAKING. By P. W. Barrows. 
This is a very complete and entirely practical treatise on the 
subject of pattern making, illustrating pattern work in wood and 
metal. From its pages you are taught just what you should 
know about pattern making. It contains a detailed description 
of the materials used by pattern makers, also the tools, both 
those for hand use, and the more interesting machine tools; hav- 
ing complete chapters on The Band Saw, The Buzz Saw, and The 
Lathe. Individual patterns of many different kinds are fully 
illustrated and described, and the mounting of metal patterns on 
plates for molding machines is included. $2.00 

PERFUMERY 



HENLEY'S TWENTIETH CENTURY BOOK OF RE- 
CEIPTS, FORMULAS AND PROCESSES. Edited by G. D. 
Hiscox. The most valuable Techno-Chemical Receipt Book 
published. Contains over 10,000 practical Receipts many of 
which will prove of special value to the perfumer, a mine of in- 
formation, up to date in every respect. Cloth, $3.00; half 
morocco. See page 24 for full description of this book. $4.00 

18 



PERFUMES AND THEIR PREPARATION. By G. W. 

Askinson, Perfumer. A comprehensive treatise, in which 
there has been nothing omitted that could be of value to the 
Perfumer. Complete directions for making handkerchief per- 
fumes, smelling-salts, sachets, fumigating pastilles; preparations 
for the care of the skin, the mouth, the hair, cosmetics, hair dyes 
and other toilet articles are given, also a detailed description 
of aromatic substances; their nature, tests of purity, and 
wholesale manufacture. A book of general, as well as profes- 
sional interest, meeting the wants not only of the druggist and 
perfume manufacturer, but also of the general public. Third 
edition. 312 pages. Illustrated. $3.00 



PLUMBING 



MODERN PLUMBING ILLUSTRATED. By R. M. 

Starbuck. The author of this book, Mr. R. M. Starbuck, is one 
of the leading authorities on plumbing in the United States. The 
book represents the highest standard of plumbing work. It has 
been adopted and used as a reference book by the United States 
Government, in its sanitary work in Cuba, Porto Rico and the 
Philippines, and by the principal Boards of Health of the United 
States and Canada. 

It gives Connections, Sizes and Working Data for All Fixtures 
and Groups of Fixtures. It is helpful to the Master Plumber in 
Demonstrating to his customers and in figuring work. It gives 
the Mechanic and Student quick and easy Access to the best 
Modern Plumbing Practice. Suggestions for Estimating Plumb- 
ing Construction are contained in its pages. This book repre- 
sents, in a word, the latest and best up-to-date practice, and 
should be in the hands of every architect, sanitary engineer 
and plumber who wishes to keep himself up to the minute on this 
important feature of construction. 400 octavo pages, fully 
illustrated by 55 full-page engravings. $4.00 



RUBBER 



HENLEY'S TWENTIETH CENTURY BOOK OF RE- 
CEIPTS, FORMULAS AND PROCESSES. Edited by Gard- 
ner D. Hiscox. Contains upward of 10,000 practical receipts, 
including among them formulas on artificial rubber. See page 
24 for full description of this book. $3.00 

RUBBER HAND STAMPS AND THE MANIPULATION 
OF INDIA RUBBER. By T. O'Conor Sloane. This book 
gives full details on all points, treating in a concise and simple 
manner the elements of nearly everything it is necessary to under- 
stand for a commencement in any branch of the India Rubber 
Manufacture. The making of all kinds of Rubber Hand Stamps, 
Small Articles of India Rubber, U. S. Government Composi- 
tion, Dating Hand Stamps, the Manipulation of Sheet Rubber, 
Toy Balloons, India Rubber Solutions, Cements, Blackings, 
Renovating Varnish, and Treatment for India Rubber Shoes, 
etc.; the Hektograph Stamp Inks, and Miscellaneous Notes, 
with a Short Account of the Discovery, Collection, and Manufac- 
ture of India Rubber are set forth in a manner designed to be 
readily understood, the explanations being plain and simple. 
Second edition. 144 pages. Illustrated. SI. 00 

19 



SAWS 

SAW FILING AND MANAGEMENT OF SAWS. By 

Robert Grimshaw. A practical hand book on filing, gumming, 
swaging, hammering, and the brazing of band saws, the speed, 
work, and power to run circular saws, etc. A handy book for 
those who have charge of saws, or for those mechanics who do 
their own filing, as it deals with the proper shape and pitches of 
saw teeth of all kinds and gives many useful hints and rules for ' 
gumming, setting, and filing, and is a practical aid to those who 
use saws for any purpose. New edition, revised and enlarged. 
Illustrated. $1.00 

SCREW CUTTING 

THREADS AND THREAD CUTTING. By Colvin and 
Stabel. This clears up many of the mysteries of thread- 
cutting, such as double and triple threads, internal threads, catch- 
ing threads, use of hobs, etc. Contains a lot of useful hints and 
several tables. 25 cents 

SHEET METAL WORK 



DIES, THEIR CONSTRUCTION AND USE FOR THE 
MODERN WORKING OF SHEET METALS. By J. V. 

Woodworth. A new book by a practical man, for those who 
wish to know the latest practice in the working of sheet metals. 
It shows how dies are designed, made and used, and those who 
are engaged in this line of work can secure many valuable 
suggestions. $3.00 

PUNCHES, DIES AND TOOLS FOR MANUFACTUR- 
ING IN PRESSES. By J. V. Woodworth. A work of 500 
pages and illustrated by nearly 700 engravings, being an en- 
cyclopedia of die-making, punch-making, die sinking, sheet- 
metal working, and making of special tools, subpresses, devices 
and mechanical combinations for punching, cutting^ bending, 
forming, piercing, drawing, compressing, and assembling sheet- 
metal parts and - also articles of other materials in machine tools. 

$4.00 

STEAM ENGINEERING 

AMERICAN STATIONARY ENGINEERING. By W. 

E. Crane. A new book by a well-known author. Begins at 
the boiler room and takes in the whole power plant. Contains 
the result of years of practical experience in all sorts of engine 
rooms and gives exact information that cannot be found else- 
where. It's plain enough for practical men and yet of value to 
those high in the profession. Has a complete examination for a 
license. $2.00 

' BOILER ROOM CHART. By Geo. L. Fowler. A Chart 
— size 14x28 inches — showing in isometric perspective the 
mechanisms belonging in a modern boiler room. Water tube 
boilers, ordinary grates and mechanical stokers, feed water 
heaters and pumps comprise the equipment. The various parts 
are shown broken or removed, so that the internal construction 
is fully illustrated. Each part is given a reference number, and 
these, with the corresponding name, are given in a glossary 
printed at the sides. This chart is really a dictionary of the 
boiler room — the names of more than 200 parts *being given. 
It is educational — worth many times its cost. 25 cents 

20 



ENGINE RUNNER'S CATECHISM. By Robert Grim- 
shaw. Tells how to erect, adjust, and run the principal steam 
engines in use in the United States. The work is of a handy 
size for the pocket. To young engineers this catechism will be 
of great value, especially to those who may be preparing to go 
forward to be examined for certificates of competency; and 
to engineers generally it will be of no little service as they will 
find in this volume more really practical and useful information 
than is to be found anywhere else within a like compass. 387 
pages. Sixth edition. S2.00 

ENGINE TESTS AND BOILER EFFICIENCIES. By 

J. Buchetti. This work fully describes and illustrates the 
method of testing the power of steam engines, turbine and 
explosive motors. The properties of steam and the evapora- 
tive power of fuels. Combustion of fuel and chimney draft; 
with formulas explained or practically computed. 255 pages, 
179 illustrations. ~ S3. 00 

HORSE POWER CHART. Shows the horse power of any 
stationary engine without calculation. Xo matter what the 
cylinder diameter or stroke; the steam pressure or cut-off; the 
revolutions, or whether condensing or non-condensing, it's all 
there. Easy to use, accurate, and saves time and calculations. 
Especially useful to engineers and designers. 50 cents 

MODERN STEAM ENGINEERING IN THEORY AND 
PRACTICE. By Gardner D. Hiscox. This is a complete and 
practical work issued for Stationary Engineers and Firemen 
dealing with the care and management of Boilers, Engines, 
Pumps, Superheated Steam, Refrigerating Machinery, Dyna- 
mos, Motors, Elevators, Air Compressors, and all other branches 
with which the modern Engineer must be familiar. Nearly 
200 Questions with their Answers on Steam and Electrical 
Engineering, likely to be asked by the Examining Board, are 
included. 487 pages, 405 engravings. S3. 00 

STEAM ENGINE CATECHISM. By Robert Grimshaw. 
This volume of 413 pages is not only a catechism on the question 
and answer principle; but it contains formulas and worked-out 
answers for all the Steam problems that appertain to the opera- 
tion and management of the Steam Engine. Illustrations of 
various valves and valve gear with their principles of operation 
are given. 3 4 tables that are indispensable to every engineer and 
fireman that wishes to be progressive and is ambitious to become 
master of his calling are within its pages. It is a most valuable 
instructor in the service of Steam Engineering. Leading en- 
gineers have recommended it as a valuable educator for the be- 
ginner as well as a reference book for the engineer. Sixteenth 
edition. S2.00 

STEAM ENGINEER'S ARITHMETIC. By Colvix- 
Chexey. A practical pocket book for the Steam Engineer. 
Shows how to work the problems of the engine room and shows 
"why." Tells how to figure horse-power of engines and boilers; 
area of boilers; has tables of areas and circumferences; steam 
tables; has a dictionary of engineering terms. Puts you onto 
all of the little kinks in figuring whatever there is to figure 
around a power plant. Tells you about the heat unit; absolute 
zero; adiabatic expansion; duty of engines; factor of safety; 
and 1,001 other things; and everything is plain and simple — 
not the hardest way to figure, but the easiest. 50 cents 

21 



STEAM HEATING AND VENTILATION 

PRACTICAL, STEAM, HOT-WATER HEATING AND 
VENTILATION. By A. G. King. This book is the standard 
and latest work published on the subject and has been prepared 
for the use of all engaged in the business of steam, hot-water 
heating and ventilation. It is an original and exhaustive work. 
Tells how to get heating contracts, how to install heating and 
ventilating apparatus, the best business methods to be used, with 
"Tricks of the Trade" for shop use. Rules and data for esti- 
mating radiation and cost and such tables and information as 
make it an indispensable work for everyone interested in steam, 
hot-water heating and ventilation. It describes all the principal 
systems of steam, hot-water, vacuum, vapor and vacuum- 
vapor heating, together with the new accelerated systems of 
hot -water circulation, including chapters on up-to-date methods 
of ventilation and the fan or blower system of heating and venti-^ 
lation. 

You should secure a copy of this book, as each chapter con- 
tains a mine of practical information. 367 pages, 300 detailed 
engravings. $3.00 

STEAM PIPES 

STEAM PIPES: THEIR DESIGN AND CONSTRUC- 
TION. By Wm. H. Booth. The work is well illustrated in regard 
to pipe joints, expansion offsets, flexible joints, and self-contained 
sliding joints for taking up the expansion of long pipes. In fact, 
the chapters on the flow of Steam and expansion of pipes are most 
valuable to all steam fitters and users. The pressure strength of 
pipes and method of hanging them is well treated and illustrated. 
Valves and by-passes are fully illustrated and described, as are 
also flange joints and their proper proportions. Exhaust heads 
and separators. One of the most valuable chapters is that on 
superheated steam and the saving of steam by insulation with 
the various kinds of felting and other materials, with comparison 
tables of the loss of heat in thermal units from naked and felted 
steam pipes. Contains 187 pages. $2.00 

STEEL 



AMERICAN STEEL, WORKER. By E. R. Markham. 
The standard work on hardening, tempering and annealing steel 
of all kinds. A practical book for the machinist, tool maker or 
superintendent. Shows just how to secure best results in any 
case .that comes along. How to make and use furnaces and case 
harden; how to handle high-speed steel and how to temper for all 
classes of work. $2.50 

HARDENING, TEMPERING, ANNEALING, AND 
FORGING OF STEEL. By T. V. Woodworth. A new book 
containing special directions for the successful hardening and 
tempering of all steel tools. Milling cutters, taps, thread dies, 
reamers, both solid and shell, hollow mills, punches and dies, 
and all kinds of sheet-metal working tools, shear blades, saws, 
fine cutlery and metal-cutting tools of all descriptions, as well 
as for all implements of steel both large and small, the simplest, 
and most satisfactory hardening and tempering processes are 
presented. The uses to which the leading brands of steel may be 
adapted are concisely presented, and their treatment for work- 
ing under different conditions explained, as are also the special 
methods for the hardening and tempering of special brands. 
320 pages, 250 illustrations. $2.50 

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